Your shop your channel blah blah. Content is for the people, and the channel needs interested people to grow or maintain an audience, apparently you don’t know.
As an automotive professional for 25 years, I laughed at the joke "Is this what they call a 3/4 race cam" because I've had that conversation countless times. Good one Eric!
@@louisvaill2449 And sometimes diesels like PSDs and Duramaxes can also come with a 3/4 race crank as well. I hear it even saves fuel economy by working even better than DOD.
I am a marine engineer for nearly fifty years. I used to work on engines the size of houses. I came across this channel by chance,and I really enjoyed it. I have seen my share of carnage and I still can't understand why people don't look after well made engines like this Cummins, to me it has looked like it has run out of oil, why??.Great video, Laurajane Mildon-Clews, from New Zealand 🇳🇿
I used to work for Litton Marine Systems. I can agree with Laura. There is nothing like standing inside the crankcase of a running MAN diesel engine, watching the piston come down at you when the bunker oil ignites in the cylinder. Redline on some of these engines? About 100RPM. LOL. There I am, inside the running engine of a container ship changing an oil pressure sensor; there was one for each main bearing. You think the oil pressure sensor is huge, right? It isn't. It was an off-the-shelf Bosch automotive part, probably the same part as you would find on the side of a VW Golf engine. You unthread the oil pressure sensor and hot oil is pissing out the hole at you; the amount of oil coming out of that 1/4" hole is not enough to starve the bearing at idle. You struggle to get the new oil pressure sensor to thread because you're fighting against the oil coming out. You plug it back into the wiring harness and get the hell out of there, hoping the engine management computer will turn off the huge ship's equivalent to a CHECK ENGINE light. It did. Fixed. The ship is now clear to sail. The whole thing is basically just a scaled-up version of this Cummins, big enough that instead of a windage tray, there are lights and walkways and handrails inside the crankcase. It's hot, it's steamy, you're getting covered in oil spray, it smells like sticking your nose into the oil fill hole of a running diesel engine. The ship's engine room is very loud, but inside the crankcase, it's actually pretty quiet. Everything is very precisely machined and lubricated. You feel the power strokes happening more than hearing them. You feel the beauty of the machine, but you really don't want to be inside it longer than you have to be. Starting up an engine this big requires time and four large diesel-powered air compressors to pressurize the cylinders at TDC and get the engine rotating. (These air compressors also run to provide compressed air for many other things on the ship.) Port fees to dock the vessel can be tens of thousands of dollars a day, and then there are the crew's payroll and food costs, and the lost cargo revenue from every day she sits in port, so you have to "hot stick" the engine and work on it while it is running. This is an engine that is designed and built to run continuously for years at a time. Do NOT get in the way of the crankshaft throws. This thing might be idling at about 1/2 an RPM, but the human body would be nothing against the inertia of that slowly-spinning crankshaft.
@@TheLawrenceWade Hi, Laurajane. Thanks for your comments, they really did bring back some memories. I have retired now and the last time I saw the inside of a ships engine room was about five years ago. I did meet some great people and had some good times too. Do I miss it, no, but it is nice to look back some times. Thanks again for your post, it did bring back a lot of memories 😀, take care, Laurajane from Taupo New Zealand
No,, what happened is water got into the oil through bad fuel or a leaking head gasket. Once water got into the oil it caused the rods to hydraulic and bend from oil/water mix hydraulically bending them. Thats also why no cylinder damage is apparent.
@@lauramildon-clews7850 Yes ive seen this kind of danage before on a Powerstroke Ford f250 Diesel Engine. The driver kept getting an overheat warning light so he pulls over and checks the water and notices oil has gotten into the water. But instead of calling a wrecker he decides to drive back to the shop when it was apparent that it had blown a head gasket between a water valley and directly into a cylinder or two. Wnen the water mixed with the oil then it creates an opposing hydrualic force that the rods cannot handle and so they bend or break. In this cituation the water not only got Into the cylinder but also managed to pollute the crankcase oil enough to cause several cylindersvti hydraulically bend the rods. And onece a pushrod stretches and bends then breaks off can hit the valves causing them to put opposing pressure upon the lifters causing the cam shaft to then break.
The carnage! Back in the '70s in my high school auto mechanics class, we had to come up with a project to get our final grade. Mine was to rebuild my dad's 1965 VW engine, which had nearly 100K on it. Dropped the engine, stripped it, and got it on the bench preparing to split the case. For those unaware, this engine did not have a block per se, but a case that bolted together, with the cylinder jugs bolted to the case. Anyway, when I split the case, half of the crank was in one half of the case, and the other half was in the other half of the case. The crank had split in half neatly at one of the counterweights, and was being held together by the case. No telling how long it was driven like that, but it was still running ok. No carnage on the inside. It was amazing.
A lot of times high mileage VW air cooled engines fail due to worn exhaust valve guides (the guides wore more quickly due to the hotter running temps of the air cooled engine), where the guide wore, the valve would travel in a slight arc as it opened and closed and thus began to contact the valve seat not squarely. This fatigued the valve and eventually the engine failed catastrophically when the valve head broke off of its stem, jambing the piston on its upstroke. Holed the piston and bent the rod to say the least. Always preemptively perform a valve job at 75 kmiles on these motors and keep the #3 exhaust adjusted a couple thousandths loose for better cooling (#3 runs hotter than the others due to receiving cooling air after it passes thru the oil cooler).
My (dad’s) VW bus (‘56) with its 3rd or 4th engine in it (VERY high mileage bus) broke its crankshaft (diagonal), but kept running to get me home. LOUD (!), and the rear wheels hopped their way down the street. Sadly, it had just been overhauled, approx 2k miles, but the brand new crankshaft was defective. 🤦♂️😢
I welded the number 3 rod to the crank. Couldn't beat that sucker off with a really big hammer. Tuned out the "mechanic" the rebuilt it forgot the dowel pin that holds the thrust bearing in place.
12:45 Nah man, you have to crack them loose with a breaker bar. It wouldn’t be a I Do Cars vid if we didn’t have that satisfying creak of the head bolts coming loose.
I worked for SEDC (Cummins Small Engine Development Center) in Columbus during the early 80s. I was on the design team for both the 4 and 6 cyc engines (a junior engineer fresh out of Purdue). My opinion of the root cause here is lack of oil or a oil delivery path plugged. This resulted in numerous rod bearing failures and the cam snapped as a consequence of a rod failure. I don’t think the cam went first. I could be wrong but that’s my opinion based on helping develop the engines and seeing many failed engines during the development/ test to failure processes. Thanks for sharing the content. Still kind of pains me to see these engines implode.
Ex cummins engineer here, likely oil starvation, took out big ends, piston hit the valves causing camshaft and follower failure. Cams are quite brittle and won't take much to break them. These are strong engines, if maintained they are as good as the old b series, which is one of the best engines ever made.
So, I have a pretty good idea as to what happened here. I've seen it on other ISBs. The proof came very early in the video when you saw that injector 5 had been replaced. Last time this was in the shop, it had a #5 misfire or underperform. So, they replaced the injector. Then it seemed timing was weird, but it checked out. Except that wasn't what was going on - the valves weren't right due to the camshaft. It was already fractured or twisted. Chances are this truck never made it out of the shop. Once the cams fracture, things go south VERY quickly, at pretty low RPM. #5 lobes stop turning, compression forces the valves shut, over-compression on next stroke, #6 isn't turning either, so it goes 1-BANG-3-BANG-2-4. One of those bangs is the cam shearing. With the immediate carnage from the cam shearing, probably went into runaway and nobody was prepped for it. Takes less than 30 seconds to weld some bearing foil up there, and you're guaranteed spun bearings from over-rev alone. My WAG at root cause would be failed cam bearing, but could easily be defective casting. Definitely the camshaft experienced shear failure under rotation and in my experience, ISBs with broken cams don't leave the shop long enough to spin bearings later.
Given that the cam is right next to the rotating assembly, its likely it was taken out by the rod when it let go. This and the fact that it had failed bearings on the other cylinders as well, most notably those farthest away from the oil pump. Common for pushrod engines to eat their cams when they blow up since the cam is in the crankcase with all the heavy spinning stuff. Edit: Seeing the piston that split at the wrist pin pretty much says what happened. It probably cracked from being beat against the head so many times and then the flailing rod took everything nearby out. I suspect this was another one of those diesels playing the Radetzky March as it went down the road.
And I also cant help but wonder if the thing ran away at some point from an old turbo failing given the turbo has been off before. More likely they just let it run low on oil at some point, but a runaway could do enough damage to doom it to failure later on.
@@mysock351C nope, rod was fine. The instigating failure here was the camshaft. Guaranteed. Injector replacement and broken cam plate give it away. Cam failure is very much not an unknown thing on ISB 5.9's and 6.7's. Cam went first and everything spiraled from there. Likely in the span of seconds. Rear cylinders got it the worst because that's where the cam broke. No cam, valves were locked, resulting in two compression locked cylinders.
Based on his comments about how much RTV he was finding around the timing covers. Also what he noted about some gunk in an oil gallery. Makes me wonder if root cause was a bit of RTV got in the oil system and plugged a gallery supplying one or more of the cam bearings.
@@dreadrechsler8278 the RTV around the timing covers is most likely from the same ticket as the injector, though they might not have gotten that far. But pulling the front cover for inspection's as R&R is only like 2 hours book IIRC. However, no way RTV plugged the gallery like that, that quick, especially not past the pickup screen. So the sludge is long term, but I absolutely would agree that a plugged cam gallery or even significant sludging in the cam galleries is a potential root cause. When you try to twist the long bumpy stick at two different rates, it tends to not like that. ;)
When they pulled the oil pan it must have sounded like dropping a box of rocks. This is actually a really impressive engine. The parts that didn't go boom looked very good for as hard a life as that motor had. Cummins builds tough engines, but humans can destroy anything.
Hello friends, Well, by the looks of the parts. This engine was raced with a hot tune at a HP metering Dino event/show competition. With spectators cheering and eating hotdogs and peanuts, the engine did very well until it reached at yield point. Notice how hot the turbo reached due to the white caulk mark it left on the side of the block. I noticed at the block punch through area the block is very thin. That may be ok due to that it’s just for splash oil. Yet I’ve seen this in the 1st gen Cummins.
The GOOD big rig radiators have a sight glass on the side up top. I used to work for a company who built radiators for specialist mining equipment, huge generators and one big trucking manufacturer. Whoever paid for the top notch package on a truck would get the sight glass. So you can see if you've got coolant without taking the cap off and exposing yourself to a geyser of hot coolant.
That didn't happen at the same time unless it was a runaway. Someone drove that for a while with it knocking. I was parked beside a diesel truck a few weeks ago that was idling and a rock was knocked like hell. I honestly don't think they realized it. Probably though it was a normal sound for a diesel.
Another great video Eric! I really like the carnage videos but that’s not to say I don’t like your other videos. It’s interesting to see how different engines are put together. Thanks you for taking the time to make these videos!
As an automotive student, i love watching the channel. Not only do i get to see tons of carnage but learn a thing or too about different types and models of engines!
i work on turbines and there are some parts that make that same sound. honestly hate it because usually thats some of the worst days, and theyre ungodly tight
You should rip that 7.3 apart. Youve torn down what have seemed to be good engines before only to find theyve been bad. Two words Eric, do it.....do it Love your channel and never miss a teardown. Keep up the good work!
Eric, this channel is magic. Every one of these tear downs is amazing and you seem to have a knack for speeding stuff up and cool comments. Keep up the excellent work. This is what excellent looks like.
Drive 10 miles down the highway, and you're bound to find a blown up 6.4L on the side of the road. You can use a slide hammer to pull the injectors. I think the retaining bolt will also thread into the top of the injector
As a person who grenaded one of these 6.7 ISB engines, in my old 2013 Freightliner M2, i CAN attest to the noise they make! Mine blew without any warning at all, it was very glorious to hear and watch, but man did it hurt my wallet! Regular 8k oil drops and it didn't matter.
This one in the video didn't happen all at once. It took miles with the engine knocking before it let loose. Unless it was a runaway, the owner wasn't too smart. If this engine was stopped at the first sign of trouble, it could have been rebuilt.
Mine is a 2014 m2 did exactly the same thing.. cylinder # 5 failed without a warning, bent push rod, had to rebuild.@( 330k) This is despite regular oil change @ around 8k,
@@repairvehicle Nope, oil level was full, I was driving along I-70 just outside of Zanesville, OH, cruise set to 68, and it just let loose, no warning, no oil pressure drop, just smooth running to carnage in the matter of 10-ish seconds to realize what happened and to get pulled off the highway
May 1, 2022. My 2017 Ram 3500 Cummins 6.7 is in the shop for a spun bearing. I'm "auto mechanic" deficient and I loved every second of this video. At least now I know a bit more about the internals of my engine and what the mechanics are up against. THANK YOU.
I'm not a mechanic, but I really enjoy watching you take apart an engine and commenting on what you fine. Thanks so much for the witty banter and your expert content.
I truly absolutely adore your channel there's nothing else out there that does what you do and I find you and your comedy extremely captivating I have a best friend that I watch these videos with and we always turn one of your 30-minute videos into about 2 hours of conversation and it is something that I can't convey in words keep doing what you're doing if you have to find somebody to edit your videos you can find the right person maybe there a fan your subscriber plaque that you got is well-earned and you will get another one congratulations on your new family member coming into the group and I hope they could pass on your legacy my best friend is an intj just like me and we both agree that you're breaking the internet right now
I certainly won’t, just on engines that are relatively common. It’s not like I can choose only blown apart viper engines, I’ll take what I can find on the rare stuff.
After seeing a couple of destroyed 5.9 engines myself, I feel your humor for "how do you delete a pushrod?" 🤣 Or, having some piston to valve contact. Always a treat to see a fresh catastrophic teardown!
@@Hoser584 I blew up a bone stock 5.9 common rail that I bought new and was maintained very well and was not used in hot shoting at all. They might be a good motor but they will never make my good or great engine list
“I’ve been looking for a blown up 6.0 or 6.4 powerstroke “ as a former powerstroke owner I know for a fact you can swing a cat around by its tail anywhere in the US and hit about 3 of them
especially the 6.4. Not much of anything you can do to them, they were doomed from the start. At least most 6.0 that are still around have had deletes done and are reliable. Have one in my Excursion and its running strong.
I think it is safe to say that that engine lived a very hard life… that’s not a neglect failure, that’s an abuse failure, at least, according to my father, a 45 year veteran in the industry here in Australia.
Very informative. My 07 Ram 3500 has the 5.9 with 227,000 miles on it. Oil changes every 7500 to 10000 miles. Replaced the injectors at 216,000 and that is it. Most dependable truck engine I have ever owned. The Chevy 350 I had before didn't make a 190,000 before it went. being a retired Pilot I have this fixation with oil pressure. I monitor it all the time. Goes back to my Huey days in Vietnam only there it was both engine and transmission pressure. Only had one problem when a bullet hit the bottom of the transmission and we lost all the oil. It took me 8 minutes to find a simi-safe place to land. Bell said it would run 30 minutes without oil, but I never met a pilot who was brave or stupid enough to test that one out.
30 minutes without oil is the standard for one of those. But there have been catastrophic helicopter crashes that have occurred because of loss of oil pressure before 30 minutes were up. The one I'm thinking about is that crash into the Atlantic involving a helicopter flying a crew out to an oil rig offshore.
NO nonono. Please do not focus on catastrophically grenaded engines. I enjoy the carnage like the rest of us, but don't let the mob rule your content. I think the most interesting part of your content is learning how different types of engines are made. Please continue to showcase a variety of engines with a variety of faults. Yes the carnage is fun to see, but it is like dessert. Even though cake is the best, I don't want to eat only cake and nothing else. PS I freaking love your vids.
All failure modes are interesting, just because there aren't mcnuggets doesn't mean that there wasn't a subtle but catastrophic failure. Ever consider inducing a failure for teardown by doing something like bypassing the oil filter and adding abrasives?
@Steve Botnick no. No destruction of good engines. There’s other channels for that childish behavior. He takes salvages apart to make money, and makes even more on the videos. Why would he want less money.
This is excellent!! I love watching the teardowns because I like playing the little game of "what could be wrong" and I am usually right. With the cylinder walls, they are pretty glazed over which could mean that this is a pretty high mileage motor. But you can kind of still see the cross hatch in the cylinder walls. But high mileage.
The water pump impeller, yes it's plastic. They do make a water pump with a metal impeller, but most of the water pumps on these engines have the composite impeller. And surprisingly they do very well!
That’s what I’ve heard from the guys I’ve worked with they hardly see these Cummins water pumps go bad, in my shop we’ve done 1 in my 6 months of being there on a 9 liter
@@baileyelliott1765 My 6.7 had a catastrophic water pump failure at around 100k miles. Towed it to the shop and it’s still running like a champ. My rec is OEM water pump around 75k. Love this motor!
Thanks for inviting me into your living room to watch all the carnage on the Cummins. It gives me a warm fuzzy inspecting "wrecked" engines.The animated Smurf noises is a great touch.
After running these engines in the oil patch for a long time, I didn't think that they could be hurt. Must've been absolute stupidity. Damn sad to see a Cummins blown up.
I love all of your videos no matter the carnage or lack thereof. I especially like seeing the German engines that I don't touch. Keep it up from a fellow Missourian!
I can take a guess. #2 rod bearing spun and starved the rest. 4, 5 and 6 rods walered rod ends/caps allowing pistons to slap the head due to tight tolerances in diesel engines (22:1 compression for an example). Owner probably heard noise, figured they had a $15k paperweight and stood on the accelerator til it blew. That's the only way to grenade the cam. Musta sounded like a bomb at the end launching the rod out of the block.
The racket it must have been making before it let go would have been impressive as well. Really cool to see this teardown before I get into my 6.7L. Gives me some idea about how things should come apart. Just doing maintenance so it doesn't end up like this engine, haha.
No wonder the Cummins engine take so much power, it really looks heavy duty😎 And my personal favourite are worn, but not completedly blown up engines! It’s interesting to see which parts are the closest to letting go😅
That 6.7L money to noise converter has extra inspection ports and has been lightened for racing. Always fun to watch your antics and sarcasm. The cam is a 2/3 race cam as only 1-4 were working. Maybe 4/6 cam? Thanks for sharing.
Was run low on oil, basically suffered same fate as the Marauder engine a few months back. Makes no difference if gas or diesel, lack of oil toasts bearings. The flow of oil removes heat from bearing surface. Without oil bearings overheat, seize to crankshaft & spin. Occasional loose bearings spin, but in reality probably had been previously run low on oil.
@UCvEaEQqJhLIBaAwc-O3bJRQI think you are correct that the lack of lubricant on the cam lobes, rolls, valve guides and cam bearings caused the camshaft to fail. It failed at the back bearing first and then failed moving forward. I'll bet the engine still ran when #6 valves failed and maybe even when valves #5 failed.I also think the rod bearing were being damaging for may miles before the rod seized. The noise just kept getting louder and louder, the engine starting to lose power then bang.
Any engine tear-down is interesting to watch and to be a participant. Thanks, Eric. You've just added another subscription. I recall the Hydramatic transmission in my 54 Pontiac making a crunching sound as it shifted into Reverse as I was driving forward. It's a sound I'd recognize even if it was an engine self-destructing. Thanks for a cool vid.
The rotating assembly taking out the cam is a common issue with pushrod engines. Doubly so in things like SBCs where the cam is just a finger's width away from the counterweights. Any rod delete will often come with a 3/4 race cam for good measure.
@@bartlettj79, 500 hours and how many months? Owners manual says which ever comes first, hours or miles or time. In severe applications hours is even shorter. Lack of maintenance destroys these engines.
@@bartlettj79 , lack of maintenance and lack of knowledge about cng is what keeps these engines going south. Your response are typically from people who have zero interest and understanding about maintenance. Burned holes in piston is a result of neglected engine that an issue and it was ignored.
From watching you I check my oil all the time because you made me paranoid, most of the engines you take apart fail because of oil problems or lack thereof
Thanks for showing these videos, I had been a mechanic for 35 years and seen some of these same things. Sure enjoyed the 454! What about a 460 ford from the 1990"s with fuel injection have one in a 34 foot motorhome and don't let the oil run more than 1000 miles & use shell rotella 15W-40 always check level before and during camping trips, just a lot of maintenance like oil level, color, coolant and checking for any type of leaks. The cheapest maintenance and upkeep for long life.
Eric, I'm pretty sure it wasn't just one sound this thing made. I'm willing to bet it was a variety of sounds within the category of explosive high velocity catastrophic mechanical violence with full send engaged.
I love watching all of the tear downs. I don’t just watch for the carnage but also to learn about these engines. I’ve learned a bunch from your videos so if an engine is starting to have sparkly oil, I’d love to see why! Love the channel! Keep it up!
I love all your tear downs, bad, in the middle, even the good ones, love them all. Any opportunity to learn or just see how something is built is awesome the watch, don't change a thing.
Love your channel ! I use to hand pour those pistons for several years. There's a good chance that I made some of those in this video. We called them 03's. It's great to see the carnage ! Splitting at the wrist pin is incredible lol !
That oil looks like grease paint rather than motor oil. Something tells me that might have contributed to this destruction. I'm also amazed at the level of funk the EGR system leaves in the intake. Looks so easy to clean too, just tear down half the top end of the engine, no big deal lol
Weird thing is, on the big on-road segment of the diesel market, the ones that had the cleanest intake manifold with a DPF system and a form of EGR were the Caterpillar C15 ACERT engines..... they used something called Clean Gas Induction....had a tube that ran from the clean side of the DPF to a metering valve on the intake manifold that was like the EGR system....Too bad Cat quit making over the road engines
As soon as the head came off, there was no doubt that this engine threw a rod. One of the fun things with inline sixes, is that pistons on opposite ends should be in the same position. 1 and 6, 2 and 5, 3 and 4, should mirror each other with where they are positioned in their cylinders. Seeing #2 at the top of the bore, but #5 further down was an immediate red flag that something really bad happened, though we kinda knew that from the "inspection ports"! Love the videos, keep up the good work!
I'm going to guess, not only did they not keep the oil changed, they also didn't bother to check if it was low, and I'm going to guess it was.....well maybe almost empty.
“The next one will be no trouble”, no truer words have ever been said by an eternal optimist! You certainly seem to enjoy the challenge, to such a degree that it’s worth subscribing just to see how you fare. That cam will be fine after a bit of welding and epoxy can cover the hole in the block! No problem! All the best from a Yorkshireman (we’re also stubborn/like a challenge).
I've just realized something. Invariably, when you're removing rods and pistons, we don't get to see them until they are all out, because of the angle of attack, and because you tend to put them aside. Maybe We never do see them emerging. if they're fine, it doesn't matter, but it is always something that would be interesting to see. Aaaand --- today you proved me wrong. Thanks.
Eric you have put together an awsome channel. No need to apologize you have given us the best variety of engines. This one has a lot of mystery as to what happened. The bent bolt also the two pieces of cam shaft. Thank you for another awesome video.
They did this for containing high cylinder pressures/heat and to minimize block twist during high load towning conditions, forged rotating assembly and iron head is no joke for industrial service
I got promoted to a 1st mate on a boat just in time for it to have both of its massive 900hp diesel engines rebuilt. It was my job to get them pulled, have the engine compartment cleaned and repainted, and - was told that, "when you're captain you'll need to know how these engines work - inside and out; so, take them apart, clean everything, repaint everything, and I'll send over a master mechanic to help you determine which parts are good and what needs to be replaced, and then you and he will work together to re-build them". OMG, what a process - at times I thought I was losing my mind - working with the machine shop, the boat builders to rehab the engine compartment (so I could paint it), getting parts from the master mechanic (who, after working with me for a few weeks started to come dressed in his stark-raving white coveralls with bright white boat shoes - he made it clear he was not going to be getting dirty anymore), etc. Anyway, to hear those big boy diesels start up and just hum after I did all that work was amazing! I have come to seriously love the smell of burnt diesel fuel!!! Anyway, I eventually left the sea and became a law enforcement park ranger; there were always events like movies outside there, etc. The first time they had one they brought in a huge diesel generator, and over my radio I could hear no one knew how to get it started. I replied, "I uh, have some experience with diesel engines - I can start it for you". It was great: There were 6 of my fellow officers (all guys) standing there - I walked up to the gen and turned some things, flipped some switches, did other stuff and......it turned on. My fellow officers were like, "what the hell? where did you learn that"? That's when I said, "I worked on a boat for years,, on the sea" - they smiled and couldn't believe it. And from then on though I had gotten called to turn on every single diesel generator or diesel engine, making waaay more work for myself! Ah well, it was fun!
Too bad the oil pan was long gone, would've love to see the junk likely in it after the engine popped. A diesel I like to see a teardown with in the deep future is the V8 Cummins from the Titan if you come across a wreck/engine core/etc. But yeah, I can't complain about you not wanting to break apart the Power Stoke when its appearing to be in decent shape.
This is a great channel my man! Keep up the good work. This is your second Cummins teardown and if I'm not mistaken it has the exact same problem as the last one. Either way, good job!
I got a 6.7 Cummins in a 2017 model year Thomas C2 school bus I drive. At 220hp and 600lb-ft the engine runs quite well in the application, although the emissions system does kill some of the reliability and in some cases it feels like the engine is being choked. Other than that, it’s a very good engine for the various applications the engine is used for. (Have yet to drive a Dodge Ram pickup with the engine in it.)
2011 was a switch over year. the later 2011 and 2012s had the HO that made more torque 800 vs 650 than the early 2011s. HP was the same. basically better tune and new TC. i have a early 2011 with 303k still runs like a top. my bets on overev'ed. tuned and abused or just a runaway. that oil was nasty
I've seen that kind of damage before. That's what happens when you replace an injector and don't clean the oil that falls on top of the piston when the old injector is removed...
@@zakksrage yeah, multiple spun bearings? I struggle to see how hydro locking an engine gives you that kind of carnage. The hydrolock would be instant, and only an idiot tech would then go run the engine at speed for long enough to melt the rods and bearings. This is looking like a lubrication failure (due to the progressively worse damage and heat down the crankshaft.)
@@andrewkennedy9704 The Cummins uses a grid heater on the intake to warm the air coming into the engine. Thats why they are so much easier to start in cold weather than Duramax and powerstrokes. So there are no glow plugs.
Also Eric, a common problem with Cummins engines is cylinders 6 and 5 get SO HOT in stock form, since they're farthest away from the water pump and buried at the back of the engine bay. So, you'll see broken rings more than likely, leaky injectors also will wash a cylinder out to the point of no compression, OR add to the heat and cause things to go south fast. Along with that, those two cylinders are farthest away from the oil pump. So if it's starving for oil, those back 3 will spin real quick and cause Bluetooth rods left and right eventually. This engine most likely died of complete negligence. Also, that's a single inlet EGR cooler, found in the Tradesman and Cab & Chassis style of pickups, lots of commercial use.
Turbocharger turbine oil seal failure causes an unnoticed loss of oil, leaking into the exhaust while the regeneration process is burning it off to cleaner exhaust gasses. The engine oil level will reach critical low before the next oil change service. Diagnosed and replaced multiple 6.7L engines from ram 3500 trucks. Typically more common in trucks that tow state to state. You know, the pickup truck hauling 3 cars to Carmax. The black tar on the rods was engine oil mixed with soot that has been super heated and burnt by the oil starved bearings. New engine replacement costs $25k. Check your engine oil people. Love the video, engine carnage never gets old.
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Don't apologize to us Eric. It's your shop and your channel. This is some quality content you don't get anywhere else. 👏
Your shop your channel blah blah. Content is for the people, and the channel needs interested people to grow or maintain an audience, apparently you don’t know.
@@SillyPuddy2012 0
@@SillyPuddy2012 Shhhhhhhh.
I love your shows i watch all of them
@@SillyPuddy2012 your wrong,
People like and respect real business owners, and will support the channel, for just that!!
As an automotive professional for 25 years, I laughed at the joke "Is this what they call a 3/4 race cam" because I've had that conversation countless times. Good one Eric!
Its called a 3/4 race cam because only 3 of the 4 pieces were left in the cam races.
And all this time I thought they were just a myth 😁
@@louisvaill2449 And sometimes diesels like PSDs and Duramaxes can also come with a 3/4 race crank as well. I hear it even saves fuel economy by working even better than DOD.
Isn’t everyone on here an automotive professional? Lol
It took me a while to get it
I am a marine engineer for nearly fifty years. I used to work on engines the size of houses. I came across this channel by chance,and I really enjoyed it. I have seen my share of carnage and I still can't understand why people don't look after well made engines like this Cummins, to me it has looked like it has run out of oil, why??.Great video, Laurajane Mildon-Clews, from New Zealand 🇳🇿
I used to work for Litton Marine Systems. I can agree with Laura. There is nothing like standing inside the crankcase of a running MAN diesel engine, watching the piston come down at you when the bunker oil ignites in the cylinder. Redline on some of these engines? About 100RPM. LOL. There I am, inside the running engine of a container ship changing an oil pressure sensor; there was one for each main bearing. You think the oil pressure sensor is huge, right? It isn't. It was an off-the-shelf Bosch automotive part, probably the same part as you would find on the side of a VW Golf engine. You unthread the oil pressure sensor and hot oil is pissing out the hole at you; the amount of oil coming out of that 1/4" hole is not enough to starve the bearing at idle. You struggle to get the new oil pressure sensor to thread because you're fighting against the oil coming out. You plug it back into the wiring harness and get the hell out of there, hoping the engine management computer will turn off the huge ship's equivalent to a CHECK ENGINE light. It did. Fixed. The ship is now clear to sail.
The whole thing is basically just a scaled-up version of this Cummins, big enough that instead of a windage tray, there are lights and walkways and handrails inside the crankcase. It's hot, it's steamy, you're getting covered in oil spray, it smells like sticking your nose into the oil fill hole of a running diesel engine. The ship's engine room is very loud, but inside the crankcase, it's actually pretty quiet. Everything is very precisely machined and lubricated. You feel the power strokes happening more than hearing them. You feel the beauty of the machine, but you really don't want to be inside it longer than you have to be.
Starting up an engine this big requires time and four large diesel-powered air compressors to pressurize the cylinders at TDC and get the engine rotating. (These air compressors also run to provide compressed air for many other things on the ship.) Port fees to dock the vessel can be tens of thousands of dollars a day, and then there are the crew's payroll and food costs, and the lost cargo revenue from every day she sits in port, so you have to "hot stick" the engine and work on it while it is running. This is an engine that is designed and built to run continuously for years at a time.
Do NOT get in the way of the crankshaft throws. This thing might be idling at about 1/2 an RPM, but the human body would be nothing against the inertia of that slowly-spinning crankshaft.
@@TheLawrenceWade Hi, Laurajane. Thanks for your comments, they really did bring back some memories. I have retired now and the last time I saw the inside of a ships engine room was about five years ago. I did meet some great people and had some good times too. Do I miss it, no, but it is nice to look back some times. Thanks again for your post, it did bring back a lot of memories 😀, take care, Laurajane from Taupo New Zealand
No,, what happened is water got into the oil through bad fuel or a leaking head gasket. Once water got into the oil it caused the rods to hydraulic and bend from oil/water mix hydraulically bending them. Thats also why no cylinder damage is apparent.
@@about2mount makes sense
@@lauramildon-clews7850 Yes ive seen this kind of danage before on a Powerstroke Ford f250 Diesel Engine. The driver kept getting an overheat warning light so he pulls over and checks the water and notices oil has gotten into the water. But instead of calling a wrecker he decides to drive back to the shop when it was apparent that it had blown a head gasket between a water valley and directly into a cylinder or two. Wnen the water mixed with the oil then it creates an opposing hydrualic force that the rods cannot handle and so they bend or break. In this cituation the water not only got Into the cylinder but also managed to pollute the crankcase oil enough to cause several cylindersvti hydraulically bend the rods. And onece a pushrod stretches and bends then breaks off can hit the valves causing them to put opposing pressure upon the lifters causing the cam shaft to then break.
13:33 wow! Now that's impressive! You not only lifted a solid cast iron head, but also imitated a forklift beep! I'm quite shocked!
Don’t forget the chain-looking hands!
Been waiting all evening for this! Wife isn't home, daughter isn't home, perfect time to watch........engine teardown!
Hahahaha. Watching on the TV?
Like porn for gear heads. Oh baby, nice intake.
Isn't middle age wonderful?
Huh fwolf!
I'd be seeking the company of a lady friend on the side if me... hehe ;)
The carnage! Back in the '70s in my high school auto mechanics class, we had to come up with a project to get our final grade. Mine was to rebuild my dad's 1965 VW engine, which had nearly 100K on it. Dropped the engine, stripped it, and got it on the bench preparing to split the case. For those unaware, this engine did not have a block per se, but a case that bolted together, with the cylinder jugs bolted to the case. Anyway, when I split the case, half of the crank was in one half of the case, and the other half was in the other half of the case. The crank had split in half neatly at one of the counterweights, and was being held together by the case. No telling how long it was driven like that, but it was still running ok. No carnage on the inside. It was amazing.
This was a not uncommon occurrence with VW motors from that era. With only 40 horse it was hard to do any damage.
A lot of times high mileage VW air cooled engines fail due to worn exhaust valve guides (the guides wore more quickly due to the hotter running temps of the air cooled engine), where the guide wore, the valve would travel in a slight arc as it opened and closed and thus began to contact the valve seat not squarely. This fatigued the valve and eventually the engine failed catastrophically when the valve head broke off of its stem, jambing the piston on its upstroke. Holed the piston and bent the rod to say the least. Always preemptively perform a valve job at 75 kmiles on these motors and keep the #3 exhaust adjusted a couple thousandths loose for better cooling (#3 runs hotter than the others due to receiving cooling air after it passes thru the oil cooler).
My (dad’s) VW bus (‘56) with its 3rd or 4th engine in it (VERY high mileage bus) broke its crankshaft (diagonal), but kept running to get me home. LOUD (!), and the rear wheels hopped their way down the street. Sadly, it had just been overhauled, approx 2k miles, but the brand new crankshaft was defective. 🤦♂️😢
I welded the number 3 rod to the crank. Couldn't beat that sucker off with a really big hammer. Tuned out the "mechanic" the rebuilt it forgot the dowel pin that holds the thrust bearing in place.
I had a 2007 6.7 and all I ever did in 13 years besides oil changes was pulled off the crankcase vent filter.
While it's mostly the carnage that comes in some of these engines that keeps me coming back, it's also the humor.
The 3/4 race cam joke made me laugh.
Yup. "That's really stiff. Don't say it."
In and out play. ROFL!
I love that you use a breaker bar before the impact tool. I never get tired of the sound of torqued bolts breaking loose!
Two wonderful things.
Sound of torqued bolts breaking loose and
The smell of napalm in the morning.
12:45 Nah man, you have to crack them loose with a breaker bar. It wouldn’t be a I Do Cars vid if we didn’t have that satisfying creak of the head bolts coming loose.
The sound of creaking head bolts is even sweeter when someone else is on the bar. : D
Love the "Creak" sound. 🤔🤠
@@IKnewMickey Yes. Totally agree :)
I worked for SEDC (Cummins Small Engine Development Center) in Columbus during the early 80s. I was on the design team for both the 4 and 6 cyc engines (a junior engineer fresh out of Purdue). My opinion of the root cause here is lack of oil or a oil delivery path plugged. This resulted in numerous rod bearing failures and the cam snapped as a consequence of a rod failure. I don’t think the cam went first. I could be wrong but that’s my opinion based on helping develop the engines and seeing many failed engines during the development/ test to failure processes. Thanks for sharing the content. Still kind of pains me to see these engines implode.
Kenner. A friend of mine back in the day. Cummins employee but I can't remember his title.
Ex cummins engineer here, likely oil starvation, took out big ends, piston hit the valves causing camshaft and follower failure. Cams are quite brittle and won't take much to break them. These are strong engines, if maintained they are as good as the old b series, which is one of the best engines ever made.
So, I have a pretty good idea as to what happened here. I've seen it on other ISBs. The proof came very early in the video when you saw that injector 5 had been replaced. Last time this was in the shop, it had a #5 misfire or underperform. So, they replaced the injector. Then it seemed timing was weird, but it checked out. Except that wasn't what was going on - the valves weren't right due to the camshaft. It was already fractured or twisted. Chances are this truck never made it out of the shop. Once the cams fracture, things go south VERY quickly, at pretty low RPM. #5 lobes stop turning, compression forces the valves shut, over-compression on next stroke, #6 isn't turning either, so it goes 1-BANG-3-BANG-2-4. One of those bangs is the cam shearing. With the immediate carnage from the cam shearing, probably went into runaway and nobody was prepped for it. Takes less than 30 seconds to weld some bearing foil up there, and you're guaranteed spun bearings from over-rev alone. My WAG at root cause would be failed cam bearing, but could easily be defective casting. Definitely the camshaft experienced shear failure under rotation and in my experience, ISBs with broken cams don't leave the shop long enough to spin bearings later.
Given that the cam is right next to the rotating assembly, its likely it was taken out by the rod when it let go. This and the fact that it had failed bearings on the other cylinders as well, most notably those farthest away from the oil pump. Common for pushrod engines to eat their cams when they blow up since the cam is in the crankcase with all the heavy spinning stuff. Edit: Seeing the piston that split at the wrist pin pretty much says what happened. It probably cracked from being beat against the head so many times and then the flailing rod took everything nearby out. I suspect this was another one of those diesels playing the Radetzky March as it went down the road.
And I also cant help but wonder if the thing ran away at some point from an old turbo failing given the turbo has been off before. More likely they just let it run low on oil at some point, but a runaway could do enough damage to doom it to failure later on.
@@mysock351C nope, rod was fine. The instigating failure here was the camshaft. Guaranteed. Injector replacement and broken cam plate give it away. Cam failure is very much not an unknown thing on ISB 5.9's and 6.7's. Cam went first and everything spiraled from there. Likely in the span of seconds. Rear cylinders got it the worst because that's where the cam broke. No cam, valves were locked, resulting in two compression locked cylinders.
Based on his comments about how much RTV he was finding around the timing covers. Also what he noted about some gunk in an oil gallery. Makes me wonder if root cause was a bit of RTV got in the oil system and plugged a gallery supplying one or more of the cam bearings.
@@dreadrechsler8278 the RTV around the timing covers is most likely from the same ticket as the injector, though they might not have gotten that far. But pulling the front cover for inspection's as R&R is only like 2 hours book IIRC. However, no way RTV plugged the gallery like that, that quick, especially not past the pickup screen. So the sludge is long term, but I absolutely would agree that a plugged cam gallery or even significant sludging in the cam galleries is a potential root cause. When you try to twist the long bumpy stick at two different rates, it tends to not like that. ;)
When they pulled the oil pan it must have sounded like dropping a box of rocks. This is actually a really impressive engine. The parts that didn't go boom looked very good for as hard a life as that motor had. Cummins builds tough engines, but humans can destroy anything.
Pan itself may have had holes in it too. Must've made the driver need the brown pants when she went
@@nickwarner8158 I’d imagine that the engine sounded like a washing machine full of loose bolts on spin cycle when it went boom.
Hello friends,
Well, by the looks of the parts. This engine was raced with a hot tune at a HP metering Dino event/show competition. With spectators cheering and eating hotdogs and peanuts, the engine did very well until it reached at yield point.
Notice how hot the turbo reached due to the white caulk mark it left on the side of the block.
I noticed at the block punch through area the block is very thin. That may be ok due to that it’s just for splash oil. Yet I’ve seen this in the 1st gen Cummins.
I like the fact they added a sight window in the side of the block so you can check your oil easily.
I'm pretty sure you're supposed to check with your finger while it's running
The GOOD big rig radiators have a sight glass on the side up top. I used to work for a company who built radiators for specialist mining equipment, huge generators and one big trucking manufacturer. Whoever paid for the top notch package on a truck would get the sight glass. So you can see if you've got coolant without taking the cap off and exposing yourself to a geyser of hot coolant.
See through engines are the future. Diagnostics will be way easier. 🤐
That must've sounded GLORIOUS when it let loose.
300+ HP vs Itself. Crunchy and loud.
That didn't happen at the same time unless it was a runaway. Someone drove that for a while with it knocking. I was parked beside a diesel truck a few weeks ago that was idling and a rock was knocked like hell. I honestly don't think they realized it. Probably though it was a normal sound for a diesel.
I had a motor give out like this. Interestingly there was no discernable noise. Just the engine revving one moment, and complete quiet the next.
@@RindosRides Maybe unplug those Kicker speakers and turn down the hip-hop once in a while ;)
Cummins sound like shit so I doubt it
Those teardowns are my sunday morning treat. A bonus one this week ? Hell yeah !
Another great video Eric! I really like the carnage videos but that’s not to say I don’t like your other videos. It’s interesting to see how different engines are put together. Thanks you for taking the time to make these videos!
Agreed. I like the variety just as much as the "internally modified" ones.
As an automotive student, i love watching the channel. Not only do i get to see tons of carnage but learn a thing or too about different types and models of engines!
I’m glad you use a breaker bar on the head bolts so we get to hear that satisfying crack as they loosen.
i work on turbines and there are some parts that make that same sound. honestly hate it because usually thats some of the worst days, and theyre ungodly tight
You should rip that 7.3 apart. Youve torn down what have seemed to be good engines before only to find theyve been bad. Two words Eric, do it.....do it
Love your channel and never miss a teardown. Keep up the good work!
7.3’s are unicorns for ford guys , if you can save those you do best diesel they ever made
@@russianprussian4683 🤣 6.9/7.3 and 9 liter were the biggest anchors international ever made. They were gas engines with diesel heads.
You can already tell its jacked up at 13:52 because the pistons in cylinder 2 and 5 should be the same height. Pretty impressive.
Eric, this channel is magic. Every one of these tear downs is amazing and you seem to have a knack for speeding stuff up and cool comments. Keep up the excellent work. This is what excellent looks like.
I just got home from the store and I sat down with my food JUST in time for another engine teardown. I feel so lucky!
I use to hang out in a diesel shop that my brother worked in and was always in awe when the big engines let go under load the damage was incredible
Drive 10 miles down the highway, and you're bound to find a blown up 6.4L on the side of the road. You can use a slide hammer to pull the injectors. I think the retaining bolt will also thread into the top of the injector
As a person who grenaded one of these 6.7 ISB engines, in my old 2013 Freightliner M2, i CAN attest to the noise they make! Mine blew without any warning at all, it was very glorious to hear and watch, but man did it hurt my wallet! Regular 8k oil drops and it didn't matter.
What happened to your engine? Ran low on oil?
This one in the video didn't happen all at once. It took miles with the engine knocking before it let loose. Unless it was a runaway, the owner wasn't too smart. If this engine was stopped at the first sign of trouble, it could have been rebuilt.
@Arontoday, reduced oil pressure to warm up? This is nonsense, obviously you have a no clue what you saying
Mine is a 2014 m2 did exactly the same thing.. cylinder # 5 failed without a warning, bent push rod, had to rebuild.@( 330k) This is despite regular oil change @ around 8k,
@@repairvehicle Nope, oil level was full, I was driving along I-70 just outside of Zanesville, OH, cruise set to 68, and it just let loose, no warning, no oil pressure drop, just smooth running to carnage in the matter of 10-ish seconds to realize what happened and to get pulled off the highway
Your jokes never get old - I really enjoy your sense of humor!
Malice in the combustion palace" is one of my faves!!
"that's stiff, don't say it". I instantly checked comments for the that's what she said comments so I could pile on.
May 1, 2022. My 2017 Ram 3500 Cummins 6.7 is in the shop for a spun bearing. I'm "auto mechanic" deficient and I loved every second of this video. At least now I know a bit more about the internals of my engine and what the mechanics are up against. THANK YOU.
It's missing the glass on the inspection port for the piston return springs.
I'm not a mechanic, but I really enjoy watching you take apart an engine and commenting on what you fine. Thanks so much for the witty banter and your expert content.
I truly absolutely adore your channel there's nothing else out there that does what you do and I find you and your comedy extremely captivating I have a best friend that I watch these videos with and we always turn one of your 30-minute videos into about 2 hours of conversation and it is something that I can't convey in words keep doing what you're doing if you have to find somebody to edit your videos you can find the right person maybe there a fan your subscriber plaque that you got is well-earned and you will get another one congratulations on your new family member coming into the group and I hope they could pass on your legacy my best friend is an intj just like me and we both agree that you're breaking the internet right now
whew
More than half of my enjoyment of these vids is the sound. That slow mo of the piston popping out what great
I like all tear downs, not only the catastrophic ones. There is always something to learn. IMHO do not limit to the worst cases only.
I certainly won’t, just on engines that are relatively common. It’s not like I can choose only blown apart viper engines, I’ll take what I can find on the rare stuff.
@@I_Do_Cars Great stuff Eric, keep up the good work. I just wish I were a little closer to your scrap bin. Ted or Tim from down under.
After seeing a couple of destroyed 5.9 engines myself, I feel your humor for "how do you delete a pushrod?" 🤣 Or, having some piston to valve contact. Always a treat to see a fresh catastrophic teardown!
That engine had bad piston return springs.
A blown up stock 5.9-12valve ?
@@Hoser584 I blew up a bone stock 5.9 common rail that I bought new and was maintained very well and was not used in hot shoting at all. They might be a good motor but they will never make my good or great engine list
“I’ve been looking for a blown up 6.0 or 6.4 powerstroke “ as a former powerstroke owner I know for a fact you can swing a cat around by its tail anywhere in the US and hit about 3 of them
The problem is that when the cat hits them the head studs and ring lands disintegrate, so you can't really use them for this purpose anymore.
Gotta catch them before they go boom, as for the 6.4, gotta be rich to make it right 😂
Most of the 6.0s around here have been melted already
In my city there’s an F-250 superduty without an engine 💀
especially the 6.4. Not much of anything you can do to them, they were doomed from the start. At least most 6.0 that are still around have had deletes done and are reliable. Have one in my Excursion and its running strong.
I think it is safe to say that that engine lived a very hard life… that’s not a neglect failure, that’s an abuse failure, at least, according to my father, a 45 year veteran in the industry here in Australia.
Very informative. My 07 Ram 3500 has the 5.9 with 227,000 miles on it. Oil changes every 7500 to 10000 miles. Replaced the injectors at 216,000 and that is it. Most dependable truck engine I have ever owned. The Chevy 350 I had before didn't make a 190,000 before it went. being a retired Pilot I have this fixation with oil pressure. I monitor it all the time. Goes back to my Huey days in Vietnam only there it was both engine and transmission pressure. Only had one problem when a bullet hit the bottom of the transmission and we lost all the oil. It took me 8 minutes to find a simi-safe place to land. Bell said it would run 30 minutes without oil, but I never met a pilot who was brave or stupid enough to test that one out.
30 minutes without oil is the standard for one of those. But there have been catastrophic helicopter crashes that have occurred because of loss of oil pressure before 30 minutes were up. The one I'm thinking about is that crash into the Atlantic involving a helicopter flying a crew out to an oil rig offshore.
NO nonono. Please do not focus on catastrophically grenaded engines. I enjoy the carnage like the rest of us, but don't let the mob rule your content. I think the most interesting part of your content is learning how different types of engines are made. Please continue to showcase a variety of engines with a variety of faults. Yes the carnage is fun to see, but it is like dessert. Even though cake is the best, I don't want to eat only cake and nothing else. PS I freaking love your vids.
AGREED
Absolutely agree!
Yeas please, carnage is fun. But engine teardown suspense is a better mind sandwich.
All failure modes are interesting, just because there aren't mcnuggets doesn't mean that there wasn't a subtle but catastrophic failure. Ever consider inducing a failure for teardown by doing something like bypassing the oil filter and adding abrasives?
@Steve Botnick no. No destruction of good engines. There’s other channels for that childish behavior. He takes salvages apart to make money, and makes even more on the videos. Why would he want less money.
This is excellent!! I love watching the teardowns because I like playing the little game of "what could be wrong" and I am usually right. With the cylinder walls, they are pretty glazed over which could mean that this is a pretty high mileage motor. But you can kind of still see the cross hatch in the cylinder walls. But high mileage.
Certainly a lot more complex than last week’s 454, very cool to see! Thanks for another educational session
internally, far simpler actually. diesels are amazing for their simplicity.
@@Nick.Keane77 I agree internally, but all the external bits is what I was thinking compared to a good old fashioned 750 Holley carbon. Lol
The water pump impeller, yes it's plastic. They do make a water pump with a metal impeller, but most of the water pumps on these engines have the composite impeller. And surprisingly they do very well!
That’s what I’ve heard from the guys I’ve worked with they hardly see these Cummins water pumps go bad, in my shop we’ve done 1 in my 6 months of being there on a 9 liter
Wait tell you get a heating problem and have to tare it down hot as hell to find impler gets lose when hot but tight as hell cold
@@baileyelliott1765 My 6.7 had a catastrophic water pump failure at around 100k miles. Towed it to the shop and it’s still running like a champ. My rec is OEM water pump around 75k. Love this motor!
Thanks for inviting me into your living room to watch all the carnage on the Cummins. It gives me a warm fuzzy inspecting "wrecked" engines.The animated Smurf noises is a great touch.
After running these engines in the oil patch for a long time, I didn't think that they could be hurt. Must've been absolute stupidity. Damn sad to see a Cummins blown up.
Someone just kept their foot in it until the loud noises stopped.
No engines are infallible
@@putinslittlehacker4793 For sure............
I love all of your videos no matter the carnage or lack thereof. I especially like seeing the German engines that I don't touch. Keep it up from a fellow Missourian!
I can take a guess. #2 rod bearing spun and starved the rest. 4, 5 and 6 rods walered rod ends/caps allowing pistons to slap the head due to tight tolerances in diesel engines (22:1 compression for an example).
Owner probably heard noise, figured they had a $15k paperweight and stood on the accelerator til it blew. That's the only way to grenade the cam. Musta sounded like a bomb at the end launching the rod out of the block.
“I might have something a little bigger” comes back with the biggest prybar I’ve ever seen 🤣
The racket it must have been making before it let go would have been impressive as well. Really cool to see this teardown before I get into my 6.7L. Gives me some idea about how things should come apart. Just doing maintenance so it doesn't end up like this engine, haha.
"No in and out play......WERE TALKING ABOUT TURBOS HERE!" Comedy gold right there!
No wonder the Cummins engine take so much power, it really looks heavy duty😎
And my personal favourite are worn, but not completedly blown up engines! It’s interesting to see which parts are the closest to letting go😅
That 6.7L money to noise converter has extra inspection ports and has been lightened for racing.
Always fun to watch your antics and sarcasm.
The cam is a 2/3 race cam as only 1-4 were working. Maybe 4/6 cam?
Thanks for sharing.
Was run low on oil, basically suffered same fate as the Marauder engine a few months back. Makes no difference if gas or diesel, lack of oil toasts bearings. The flow of oil removes heat from bearing surface. Without oil bearings overheat, seize to crankshaft & spin. Occasional loose bearings spin, but in reality probably had been previously run low on oil.
diesels are especially susceptible to low oil because of the sheer amount of rotating mass.
Im thinking the same. Bad or low oil under heavy load uphill.
@UCvEaEQqJhLIBaAwc-O3bJRQI think you are correct that the lack of lubricant on the cam lobes, rolls, valve guides and cam bearings caused the camshaft to fail. It failed at the back bearing first and then failed moving forward. I'll bet the engine still ran when #6 valves failed and maybe even when valves #5 failed.I also think the rod bearing were being damaging for may miles before the rod seized. The noise just kept getting louder and louder, the engine starting to lose power then bang.
I friggin love your videos! they aren't just "very" entertaining but I find I learn ALOT!
The shear sound this thing made probably would've been able to be heard a few counties over lol.
Any engine tear-down is interesting to watch and to be a participant. Thanks, Eric. You've just added another subscription. I recall the Hydramatic transmission in my 54 Pontiac making a crunching sound as it shifted into Reverse as I was driving forward. It's a sound I'd recognize even if it was an engine self-destructing. Thanks for a cool vid.
I wait all week for each episode, and I am never disappointed.
Eric, keep up the great work. I enjoy the heck out of the channel.
The rotating assembly taking out the cam is a common issue with pushrod engines. Doubly so in things like SBCs where the cam is just a finger's width away from the counterweights. Any rod delete will often come with a 3/4 race cam for good measure.
One thing I have learned about anybody in the repair business is; never question their method and/or procedures. It's obviously been working for them.
Amazing. I work on mid/ heavy duty Cummins on garbage trucks and I’ve seen some carnage. When they fail it’s always spectacular
They fail due to lack of maintenance
Ours are fully serviced at 500hr intervals max. Big failures are always from a part/ component design and never due to “lack of maintenance”
@@bartlettj79, 500 hours and how many months? Owners manual says which ever comes first, hours or miles or time. In severe applications hours is even shorter. Lack of maintenance destroys these engines.
About every 2 1/2 months. Maintenance is not an issue on burned holes in cng pistons or blown EGR coolers pumping coolant and bending rods.
@@bartlettj79 , lack of maintenance and lack of knowledge about cng is what keeps these engines going south. Your response are typically from people who have zero interest and understanding about maintenance.
Burned holes in piston is a result of neglected engine that an issue and it was ignored.
Love your videos. Lots of information presented in a very entertaining fun way. Thank you.
From watching you I check my oil all the time because you made me paranoid, most of the engines you take apart fail because of oil problems or lack thereof
If there were one important lesson to take away from this channel, your engine can't run without lubrication. Well, not for long anyway.
Same
Same Here. I check my oil and do an oil change at 9k (I have a TDI and the suggested oil change is 10k). Totally paranoid.
Change the oil at 5,000 miles weather it needs it or not that engine costs to much.
Thanks for showing these videos, I had been a mechanic for 35 years and seen some of these same things. Sure enjoyed the 454! What about a 460 ford from the 1990"s with fuel injection have one in a 34 foot motorhome and don't let the oil run more than 1000 miles & use shell rotella 15W-40 always check level before and during camping trips, just a lot of maintenance like oil level, color, coolant and checking for any type of leaks. The cheapest maintenance and upkeep for long life.
Eric, I'm pretty sure it wasn't just one sound this thing made. I'm willing to bet it was a variety of sounds within the category of explosive high velocity catastrophic mechanical violence with full send engaged.
I love your tear downs. Why? Because you keep doing something while you talk. Always something happening. Keep up the great work.
We also appreciate the good engine teardowns too! Please at least make a few of those in between the catastrophic failures
Sometimes those nozzles damage the injectors and make them tough to get out. Changed a bunch of em in 5.9L. Great vid.
It just really wanted to be a 4-cylinder, that’s why it shed the camshaft for the last 2 cylinders.
I think you’re right, the three-piece cam must be a displacement on demand design.
Bet you that pin sheared off that retains the cam and set off this chain of events.
This motor identifies as a 4BT
I love watching all of the tear downs. I don’t just watch for the carnage but also to learn about these engines. I’ve learned a bunch from your videos so if an engine is starting to have sparkly oil, I’d love to see why! Love the channel! Keep it up!
I mean, it’s a good thing they capped off the thermostat housing to save the engine.
I love all your tear downs, bad, in the middle, even the good ones, love them all. Any opportunity to learn or just see how something is built is awesome the watch, don't change a thing.
I dont mind the teardowns where you get a decent core block from. Those are just as interesting.
Agreed seeing how an engine just normally wears is fascinating.
Love your channel ! I use to hand pour those pistons for several years. There's a good chance that I made some of those in this video. We called them 03's. It's great to see the carnage ! Splitting at the wrist pin is incredible lol !
That oil looks like grease paint rather than motor oil. Something tells me that might have contributed to this destruction. I'm also amazed at the level of funk the EGR system leaves in the intake. Looks so easy to clean too, just tear down half the top end of the engine, no big deal lol
Yeah they for sure deferred oil changes.
Weird thing is, on the big on-road segment of the diesel market, the ones that had the cleanest intake manifold with a DPF system and a form of EGR were the Caterpillar C15 ACERT engines..... they used something called Clean Gas Induction....had a tube that ran from the clean side of the DPF to a metering valve on the intake manifold that was like the EGR system....Too bad Cat quit making over the road engines
As soon as the head came off, there was no doubt that this engine threw a rod. One of the fun things with inline sixes, is that pistons on opposite ends should be in the same position. 1 and 6, 2 and 5, 3 and 4, should mirror each other with where they are positioned in their cylinders. Seeing #2 at the top of the bore, but #5 further down was an immediate red flag that something really bad happened, though we kinda knew that from the "inspection ports"! Love the videos, keep up the good work!
I'm going to guess, not only did they not keep the oil changed, they also didn't bother to check if it was low, and I'm going to guess it was.....well maybe almost empty.
That engine coming apart must have sounded like a tank going down the road at 30 mph. Loved this vid.
“The next one will be no trouble”, no truer words have ever been said by an eternal optimist! You certainly seem to enjoy the challenge, to such a degree that it’s worth subscribing just to see how you fare. That cam will be fine after a bit of welding and epoxy can cover the hole in the block! No problem!
All the best from a Yorkshireman (we’re also stubborn/like a challenge).
What a crazy tear down! I had no idea what happened either was on the edge of my seat the whole time lol
Been waiting all day to watch Happy Gilmore tear down another engine. I love these videos!!
When my Doge Cummins was new I took it to Gale Banks in Azusa and his shop performed some upgrade work to the engine. Best money I spent so far.
I've just realized something. Invariably, when you're removing rods and pistons, we don't get to see them until they are all out, because of the angle of attack, and because you tend to put them aside. Maybe We never do see them emerging. if they're fine, it doesn't matter, but it is always something that would be interesting to see. Aaaand --- today you proved me wrong. Thanks.
Eric you have put together an awsome channel. No need to apologize you have given us the best variety of engines. This one has a lot of mystery as to what happened. The bent bolt also the two pieces of cam shaft. Thank you for another awesome video.
Love your stuff Eric, thanks for the quality entertainment!
Great explanation on the tear down, very methodical breakout. Good work and thanks for the info.
I would have loved to have been in earshot when that went from high rpm to 0 rpms! Love the videos! Keep up the good work!
I am sure if you were in the contiguous United States, you heard it.
One of the finer autopsies you’ve shown us, that poor sap took some punishment before expiring! Great vid as always and thank you for sharing!👍🏻
Always love how Cummins use 40 bolts to hold everything on except for the water pump. 🤔
They did this for containing high cylinder pressures/heat and to minimize block twist during high load towning conditions, forged rotating assembly and iron head is no joke for industrial service
I got promoted to a 1st mate on a boat just in time for it to have both of its massive 900hp diesel engines rebuilt. It was my job to get them pulled, have the engine compartment cleaned and repainted, and - was told that, "when you're captain you'll need to know how these engines work - inside and out; so, take them apart, clean everything, repaint everything, and I'll send over a master mechanic to help you determine which parts are good and what needs to be replaced, and then you and he will work together to re-build them". OMG, what a process - at times I thought I was losing my mind - working with the machine shop, the boat builders to rehab the engine compartment (so I could paint it), getting parts from the master mechanic (who, after working with me for a few weeks started to come dressed in his stark-raving white coveralls with bright white boat shoes - he made it clear he was not going to be getting dirty anymore), etc. Anyway, to hear those big boy diesels start up and just hum after I did all that work was amazing! I have come to seriously love the smell of burnt diesel fuel!!! Anyway, I eventually left the sea and became a law enforcement park ranger; there were always events like movies outside there, etc. The first time they had one they brought in a huge diesel generator, and over my radio I could hear no one knew how to get it started. I replied, "I uh, have some experience with diesel engines - I can start it for you". It was great: There were 6 of my fellow officers (all guys) standing there - I walked up to the gen and turned some things, flipped some switches, did other stuff and......it turned on. My fellow officers were like, "what the hell? where did you learn that"? That's when I said, "I worked on a boat for years,, on the sea" - they smiled and couldn't believe it. And from then on though I had gotten called to turn on every single diesel generator or diesel engine, making waaay more work for myself! Ah well, it was fun!
Too bad the oil pan was long gone, would've love to see the junk likely in it after the engine popped.
A diesel I like to see a teardown with in the deep future is the V8 Cummins from the Titan if you come across a wreck/engine core/etc.
But yeah, I can't complain about you not wanting to break apart the Power Stoke when its appearing to be in decent shape.
I would love to see one of those V8 Cummins too!
This is a great channel my man! Keep up the good work. This is your second Cummins teardown and if I'm not mistaken it has the exact same problem as the last one. Either way, good job!
Looks like a well made engine
I got a 6.7 Cummins in a 2017 model year Thomas C2 school bus I drive. At 220hp and 600lb-ft the engine runs quite well in the application, although the emissions system does kill some of the reliability and in some cases it feels like the engine is being choked. Other than that, it’s a very good engine for the various applications the engine is used for. (Have yet to drive a Dodge Ram pickup with the engine in it.)
2011 was a switch over year. the later 2011 and 2012s had the HO that made more torque 800 vs 650 than the early 2011s. HP was the same. basically better tune and new TC. i have a early 2011 with 303k still runs like a top.
my bets on overev'ed. tuned and abused or just a runaway. that oil was nasty
I don't understand how the bearings got so hot, with that huge cooling vent right near them. Great content, keep up the good work
I've seen that kind of damage before. That's what happens when you replace an injector and don't clean the oil that falls on top of the piston when the old injector is removed...
That causes hydrolock. Not spun bearings
@@zakksrage yeah, multiple spun bearings? I struggle to see how hydro locking an engine gives you that kind of carnage. The hydrolock would be instant, and only an idiot tech would then go run the engine at speed for long enough to melt the rods and bearings.
This is looking like a lubrication failure (due to the progressively worse damage and heat down the crankshaft.)
Always enjoy your videos no matter the engine
I though you always started with the plugs?
🤣
Does it not have glow plugs?
This is a diesel
@@andrewkennedy9704 The Cummins uses a grid heater on the intake to warm the air coming into the engine. Thats why they are so much easier to start in cold weather than Duramax and powerstrokes. So there are no glow plugs.
@@224cam thanks for the info.👍
Also Eric, a common problem with Cummins engines is cylinders 6 and 5 get SO HOT in stock form, since they're farthest away from the water pump and buried at the back of the engine bay. So, you'll see broken rings more than likely, leaky injectors also will wash a cylinder out to the point of no compression, OR add to the heat and cause things to go south fast. Along with that, those two cylinders are farthest away from the oil pump. So if it's starving for oil, those back 3 will spin real quick and cause Bluetooth rods left and right eventually. This engine most likely died of complete negligence. Also, that's a single inlet EGR cooler, found in the Tradesman and Cab & Chassis style of pickups, lots of commercial use.
Even the 855 were AllWAYS galling #5or 6
You’ll probably have the most carnage with a 6.4 powerstroke. Lots of catastrophic failures with them
Turbocharger turbine oil seal failure causes an unnoticed loss of oil, leaking into the exhaust while the regeneration process is burning it off to cleaner exhaust gasses. The engine oil level will reach critical low before the next oil change service. Diagnosed and replaced multiple 6.7L engines from ram 3500 trucks. Typically more common in trucks that tow state to state. You know, the pickup truck hauling 3 cars to Carmax.
The black tar on the rods was engine oil mixed with soot that has been super heated and burnt by the oil starved bearings. New engine replacement costs $25k. Check your engine oil people.
Love the video, engine carnage never gets old.