LOCKED UP 5.9 24V Cummins Diesel Teardown. So You CAN Kill a 5.9...
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- Опубликовано: 2 июн 2023
- Check out website at www.Importapart.com or email us at importapartsales@gmail.com for parts and part inquiries.
To see if I've torn down a particular engine, check out my other teardowns here: • Blown Up Engine Tear D...
First 5.9 Cummins Teardown: • 5.9L Ram Cummins Turbo...
and
• 5.9L Dodge Ram Cummins...
Destroyed 6.7 Cummins: • BLOWN UP 6.7 Cummins T...
Worse 6.7 Cummins: • DEMOLISHED 6.7 Ram Cum...
Today we're tearing down a 5.9 Cummins. Arguably one of the best full size Diesel engines produced. This is a 04.5-07 5.9 high output from a Dodge Ram 2500. This particular engine is a core, and completely locked up. I don't get a ton of cummins engines in as cores because most people keep them and don't return their old engine when they buy one used. I have lots of engines to teardown but due to the value and low stock of their parts, I always tear these engines down as soon as they come in. We tear down this 5.9 to figure out why it won't turn, what parts survived and possibly what led to its demise.
Why on earth am I doing these teardowns? I own and run a full service auto salvage business in the Saint Louis area called Importapart. Part of our model is buying blown, core and unwanted engines and dismantling them to resell the good, usable parts. We do not rebuild engines, we merely supply parts to those who do.
I really hope you enjoyed this teardown. As always, I love all of the comments, feedback, and even the criticism. Catch you on the next one!
-Eric 
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Years ago (2007-2011), I worked as a mechanic for Greyhound. One day, a mechanic said that the engine "JUST LOCKED UP" after he did an oil change. Another good mechanic said I know how I can tell how the engine, a series 60 Detroit, locked up. We went in the pit and removed the oil filters. Both oil filters were brand new and clean with no oil ever passing through them. Long story-short! We assumed the mechanic drained the old oil, replaced the oil filters, but forgot to add the necessary 10 gallons of fresh engine oil. After starting the engine and THEN IT LOCKED UP, the engine oil was added. That is why both oil filters were clean.
Cool story bro
I suspect that's what happened here as well. That silver paste on the crank and big ends looks like a mix of oil and bearing material. If there was oil in the sump it would have splashed up and washed that paste off. A total lack of oil also explains why every bearing was toast.
Why I never go to a Jiffy Lube type of place. People rushing while working on your car is a disaster waiting to happen
but in this engine, the oil was very dirty
@@mikegreen2229 Exactly, that’s why I go to Franky Lube, in my driveway.
Thanks for another one. I'm 62, my kids are grown and on their own and this is my Saturday night entertainment. I say that as a compliment, I really enjoy your show. Best wishes young man.
I agree Chuck, I'm 64. Told my son about this channel.
I also agree. Except I watch at 5am Sunday morning as I go to bed by 7pm every night. I like to stay on a sleep schedule.
My go to when I get home from work👍
63 years young. My Saturday night routine.
Cool story bro
Suggested fail sequence, 1/ broken rings. 2/ burning oil carbon products polluting lube oil, "spiral down" situation, the more they leak the more carbon produced/oil consumed, may even have led to engine"runaway" event.
3/ oil change intervals not frequent enough. 4/ carbon combustion products in lube oil caused bearing wear/failure.
"Maybe", Original filter removed and cut open for examination when engine discovered seized. Replaced with a new filter just to "plug up" the hole for engine removal as no hope to repair engine in situ, having previous experience in similar situation.
(Only the guess of an old diesel mechanic).
Yeah it is hard to say someone was in there before that cam looked way too clean, I normally see at least a little wear right over the nose, I wish he showed the tappets. I am thinking a salesmen got a hold of someone that didn’t know what they were doing put some slightly larger than stock injectors with a programmer or even just put it on with a programmer. And got it good and hot, but kept running it because “it’s a Cummins, it’s just getting broke in”, cracked a ring and spiraled like you said. I was surprised to see visible cross hatch across most of the bore and ring reversal didn’t have obvious polishing/scuffing the It was hard to tell since he didn’t really wipe them down. But If those vertical scores were the worst of it that is pretty good. I know they may look really bad but given the total area of the bore those couple of vertical marks take up an almost negligible amount of area that the rings are unable to seal against. I’ve torn down audit engines that only ran 750hrs in the test cell and they will have those marks. No excessive crankcase pressure, loss of compression or any other indicators that are associated with bore wear. The problem areas are when you see large patches of scuffing or polishing that look like a matte or dull finish that accumulate in the bottom of bore on the exhaust side and the top of the intake side right at ring reversal. It has to do with the rotational direction of the engine and how the piston moves around within the bore under a power stroke.
Well I had 2, 5.9 Cummins and I can say without a doubt that engine was likely ran hard.
I had the 2. Valve and a 4 valve both were exceptionally good. My fist was the 2 valve and I put around 500,000 on it and it ran perfect when I sold it. My second had almost 300,000 when the truck was stolen.
I have nothing but good things to say about both. All you have to is drive them without your foot in them all the time. My first also had lots of idling time on it. I started it early in the morning and it ran till dark lots of days. Some even 24 hr days. Best engine I ever had. No break downs and no in the shop time. It was used commercially daily.
I have a '90 5.9 Cummins with 930,000 miles and it still runs great. I anally service it and only use straight 40wt premium oil from the day I got the truck. Brought it home, dropped the factory oil, changed filter and 40wt oil. Proper maintenance, service and quality oil will keep them running forever.
Yeah you don’t even think about putting parts on the Cummins until you’re at least a half 1,000,000 miles and that’s just injectors maybe
I love cummins (pre emission), it's amazing how simple engineering can put together such a package and runs for decades
New ones run for longer while being ran harder. Remove some parts. Thats it
in fact most high hp builds switch to a 6.7 block @@Berto-1117
I've been driving pickup trucks for work for over 30 years. Those exhaust manifolds are the best ones I've ever encountered for cooking lunch. I have done probably 80 meals on that nice big and flat manifold. These days there is so much stuff on an engine you can't really find a good spot to cook a foil wrapped meal.
Did the same myself. My wife would wrap me up turkey dinners in foil.. Would drive my asphalt crew nuts as they couldn't figure out where all the good smells were coming from... I had to duck and hide when my dinner was ready... Lol
Slant 6 has it beat but some tin foil and you are golden
I know exactly the sound this made in its last moments.
Cummins diesel clatter, gradually slowing clattering, followed by a loud SQUEAK as the engine locked up and then deafening silence.
Then grown men tears hitting the ground as dollar signs ring thru thier heads!😂 sounds like a Christmas song?!?
SAD
followed by sweet steam and dripping crankcase oil and hiss.
18:17 - You pull the filter to cut it open to look for shavings, and then just throw a new one off the shelf on it to cover the hole as you're not sure you're pulling the engine until you cut it open and find glitter
Done that very thing myself
Working in a construction shop for a number of years and on heavy equipment it looks like somebody used a lot of starting fluid. Broken rings are a telltale sign of abuse with starting fluid.
Cannot be a video without Eric fighting the dipstick tube! 😝
Who is Eric 😮😮😮
@@jimmythepowerfulthe engine
Little does he know there's a group chat with all the yards he buys from joking about super-gluing all the dipstick tubes
Very true its so funny
Clown act
FYI....That solenoid on the turbo is the wastegate solenoid. It is pulse width modulated by the computer to allow better boost control. When they fail, they mostly fail open leading to low and/or inconsistent boost levels.
Love your videos and humor. I’m 66 and still work on engines in my garage and can’t tell you how much I enjoy your videos. Keep up the good work. Thanks again.
Just wanted to say thank you. Watching you tear down so many different engines has taught me a LOT about engines. Extremely helpful as always.
I think I commented this in the past, but just in case I didn't... THANK YOU for making these videos! I know it takes extra time and effort to produce this content, and I genuinely appreciate it. I learn something(s) from every video. Thank you!
With all the diesels you’ve been doing lately I think a 6.6 Duramax deserves to be done some justice given how the last one went.
aren't approximately all DMAX 6.6? I guess they make the babymax but do those really count?
Yes, apparently. Since 2001 all Duramax diesels, except for the L4 2.8's, L4 2.5, and the 3.0 L6's, all V8 Duramax diesels are 6.6L.
@@datgamerboy123 lots of different displacements in foreign market like the 1.9
@@aidenkroll789in the American/Canadian market then. Plus, those are the only displacements I could find online. Never seen anything else
@@datgamerboy123 the OG Dmax is 6.6, the later dmax is those smaller engines. Gail Banks has alot of info on those 6.6s.
A 6.5 DD just needs a forged crank for bullet proofing, but ofc bean counters always ruin stuff.
Blue is such a good 'ol pry bar. You should really consider a special retirement package for such a faithful tool.🤣🤣🤣
It think it deserves some gold plating now!
We, your loyal viewers, love what you do and the way you do it. Your self-awareness is admirable, but it’s ok, we’re family! Also, the small, in-the-weeds details are very interesting, and make us feel like we are participating! Keep up the good work!
I've rebuilt dozens of these with nearly the exact symptoms. The injectors begin to fail. That causes the rings to fail. The rings eat the bore. They then begin to either drink oil like its going out of style or have enough blowby to fog mosquitoes. People will throw a bunch of stuff at them hoping it will cure it but its to late. If the injection systems don't kill them then it's typically a.dropped valve seat or erg cooler.
welcome to the modern world
What mileage would you say this is common for the injectors to be swapped out obviously a maintenance issue that people are avoiding on an engine. That’s easy to swap injectors. Yeah I like the old tangles. People are stupid.. no different than an alternator or a fuel pump that needs to be replaced before it leaves you stranded
How can I tell if the injectors need addressing? Any symptoms that I should know to look for? Thanks
@@MrJoel8959 grey smoke on warm start up, haze out tailpipe when idling warm, hard start long crank
@@countryboysteve Hey thanks my man. You’re awesome.
I started my engineering career at a Cummins facility...5.9B (24v version) cylinder head machining. Good times.
tell us more
Diesel is dead. Move on turds.....
Do a 7.3 IDI at some point! Dirt cheap cores, and a lot of them died to cavitation. Would be cool to see a demonstration of that phenomenon.
I also would love to see an IDI dissected, to me that's one of the best Ford engines ever made.
@@destructionfun2 Technically, ford didn't make them, they merely installed and supported them ;)
But still a great engine and generally great trucks to use them in. Unlike with this one, where the engines are generally very nice, but the truck around them I wouldn't touch with a 10 ft pole.
@@ratdude747 - Yea......i believe the 7.3 IDI is an International engine.
Nah, he has to look for the rare 9.0L IDI V8
@@ENYoriginal That would be neat, but it’s definitely one of the lesser known diesels and nobody uses them anymore. Given that he tries to make money back on parts, a 7.3 would be a pretty safe bet - 9.0, not so much.
When I worked at dodge we saw a fair amount of damaged diesels. 7 out of 10 of them were of the “I have my oil tested and it’s still good after 20k miles” crowd. 3.75/10 were the tuner crowd. 1 in 40 was pure shit luck “that’s why it comes with a warranty”.
Lol. I know a hotshot driver with a million+ miles on a 5.9 who changes oil based on testing, not necessarily mileage.
You just gotta have some common sense about it.
@@jason86768 hotshot drivers drive ALOT, continuously. These offenders were usually daily drivers or RV towers who want to act like a hot shot driver.
Yeah hotshot trucks engines usually pretty reliable because that's where a diesel is best running hot and pretty constant rpm . Ag engines same if you keep the air clean in the dusty conditions.
I change the oil on my 5.9 every 3k religiously, I don't test the oil, as it only has 210k on it, unless it sees heavy service or more than 500k, it's not necessary.
@@shaggyduder same. I daily my truck and tow the camper on the weekends. I change every 3-5 religiously depending on the type of driving that cycle mostly consisted of. I do however use the cheap Costco oil. It’s fine since it’s getting changed often.
Did you hear about the price of cars in Ireland?
They're Dublin.
Rim shot!
Lol
Ba dum bump...
I’ll be here all week. Tip your waitress. You’ve been a great audience, we love you. . . . . .
Good one.
Perfect timing! I'm in the middle of working on a 5.9 24V Cummins right now!
Probably the best engine Cummins made. Love the one in my 07 2500 powerhouse. Never misses a beat!! Great vid!!
That is my favorite looking year.
I have an 07 with g56 manual, 107k on it. Only had to do water pump and belt tensioner. Oil change every 5k. How many miles is on yours? And what have you had to replace/ repair?
An engine so badly locked up probably due to poor maintenance and oil filter problem. Very gripping tear down with lots of suspense in the end. You are methodical in your analysis like a sharp crime detective. Love your videos.
Around seven minutes in and I was pretty sure the engine ran for quite longer than anyone thought it COULD with little to no oil, got very very very very very VERY hot in the process.
What a terrible way to go.
Thanks so much for showing this. It bring s me back to my high school days (1968) when my father directed me, how to break down a car engine and its transmission: repair it and return it to good working order. Years, latter I became, after years of training, a maintenance Quality Assurance Officer for a squadron of planes. And a pilot. My greatest respect to you. My your days be profitable.
The solenoid on the turbo is essentially a boost controller. The part is "Turbo Wastegate Control Solenoid". I googled because I was wondering as well. Love your channel man!
As a user of one of these I'm glad to see how rarely you end up with them
I think that running rich and rolling coal will gum up the rings with carbon and will cause them to break, sometimes cracking the piston as well in the process. Once that happens and you start getting excessive blowby, it's going to gum up everything else. I'm not a mechanic, but my first guess would either be that it's an engine with a ton of miles on it or somebody tuned it poorly to piss off Greta only to wreck their engine in the long run.
Stretches rod bolts, and causes stress fatigue on the heads, and heat damage as well, the fuel restrictor plate is usually tampered with, or the intercooler tubes are tampered with, as air leaks make rolling coal easier too, i bought an old truck that was modified like that, it injures an otherwise okay truck, and shows the i,q, of the owner, they end up doing stuff like what is shown in the video for the mis use of thier time, and,, i guess they can do it,, it is thiers
@@ronaldhuff635 There is a reason I was looking for an adult-driven Ram when I was looking for one last year.
@@ronaldhuff635CR 5.9s don’t have fuel plates
This is definitely one of my favorite channels for sure! Thanks Eric
Dipstick tubes... well... dipstick tubes. I enjoy your channel. I've been a mechanic since 1972. Went from autos to industrial. Retired now. Enjoying it immensely.
Instantly made my day better. Thank you, Eric!
Thanks for the video Eric great job tearing it down. Take care of yourself and family and be Blessed ❤️❤️👍.
Watching from NZ and really appreciate the humour and quality of what you present. All the while increasing and sharing knowledge, experience. Great! TY
I don't care how often you change the oil in any diesel its going to look black by the time it gets to the pan. That said the oil filter never had oil in it.
Not every diesel. My 7.3 and om606 have very clean oil even up to the oil change. Have seen plenty of s60 detroits that are I super clean on the inside. And have seen plenty that are nasty. Maintenence is key buy egr engines I'd agree will have black oil.
Yeah this is not the case. See, on these 5.9’s, since Eric said this is a 325hp engine, that means it is a late 04, or as some would say 04.5 model. These engines were produced during the EGR beginning phase, however on the 5.9’s Cummins did an in cylinder EGR rather than external like the other makes. It’s the only reason I’ve been able to come up with over the years. I’ve owned an 05 325 model, and an early 04 305 model (true complete pre-emissions) for several years each. The 05, oil jet black as soon as it hit the pan. The 04, the oil was literally still transparent enough to see through it on the dipstick at 5000 mile change interval. The 04 also had nearly 100k miles more than the 05. So yeah not all diesel engines are jet black like that right away, some never are in fact.
Nothing better than an engine teardown on a early sunday morning. Its become part of my sunday morning routine. Thank you for the entertainment, Eric.
That's why so many churches are closing. keep it up.
@roncook4502 In all due respect, our definition of early must be a little different.
I've seen this on the bigger diesels... The top compression rings break just from wear or age and starts putting blowby in the crankcase, depending on how much blowby it can plug up the oil filter rather quickly. At that point either the filter bypass opens and you're running unfiltered oil through the engine or depending on the bypass setup(I think there's a bleed to sump on 5.9's but not 100%) you have 0 oil pressure. Mechanics could have forgot to put oil in it too and the sludgy oil is just from blowby in the crankcase.
@Jetro - The mechanics may have forgotten to put oil in it? Wouldn't that be a bit like putting new tires on the rims but forgetting inflate them?
Edit: I'm not a mechanic and don't claim to be one. Read some other replies so I guess it shows.
starting fluid can also break rings if over dosed.
@@wickedcabinboy It happens, i know of one where the oil was forgotten on the first service, four miles later on the freeway it was toast
@@saltwater8915 - I believe you.
@@saltwater8915 It's shocking about how many stories there are of mechanics literally just forgetting to put any oil into an engine they just touched.
Those intake heaters are a sellable item. They're kind of spendy. I had an 07 with the 5.9, quit starting and running one day...diesel mechanic said it washed out 3 cylinders when it quit running, turned out it was the two batteries were shot wasnt heating intake. Put new ones in it fired up and ran fine. A guy made me an offer on it one day. I jumped on it. Miss the hell out if it. But it servedits purpose. Hauled a lot of heavy loads across the divide back here from motorcyle salvage yards around the state. Al i ever needed to do was change the oil and once a set if injectors and nozzles. Great vid.
Can't believe I watched the entire video! I usually get bored as most just ramble on, you did a great job! Hat's off !
looks like the problem is related with the oil filter change , the new filter didn't let the oil go around the circuit (or the oil heat changer is clogged up ) and the engine run dry (or someone forget to fill with oil on service :3 ). When I have engines with vertical Filters , is good practice to fill them up (it's heavier but at least no/or less air trapped inside and the filter is already wet and offers less resistance to flow ) and screw it on its socket by hand .
This is why I like having oil pressure gauges , instead of red light of "engine is dead" .
Best night of the week!!
Agreed!
I look forward to it as well!
Yes it is,,
Great video. Short, Concise, and perfect commentary. Thank you.
I really enjoy your content! The running commentary cracks me up! Thank you for all these great videos.
I want to thank you. Not only are your vlogs therapeutic to me but you help me disassemble my hemi to install my cam. Minus the crank pulley lol
I've got that exact same engine stand and my 5.9 has been on it for a while now. Loaded as a full engine and now it's just a bare block, so that stand has plenty of capacity.
Found this channel a couple days ago, interesting stuff - very bingeworthy !
Thanks for the video. I own a 2003 Ram 2500 5.9. I learned quite alot about how these engines are designed. I keep oil changes and all fluids fresh and changed more frequent than specs. Hope it does not end its life as your example.
Sunday morning starts with a cup of coffee and Eric doing a teardown. Thanks once again!!
"None of the tips have been snipped..." Lol got it.
"a bigger bar"
Brings out excaliber
I'm sure somebody has already said it in the comments, but the cylindrical thing hanging off the front of the compressor housing with the snipped wires is the wastegate solenoid. 04.5 to 07 model year 5.9 Cummins in the Ram trucks used that HE351CW with electronic wastegate as opposed to the conventional way the wastegate is operated. Even though it's a fixed geometry turbo, it has spooling characteristics very similar to the VGT offered with the 6.7 Cummins. It's arguably the best turbo ever used on a Cummins equipped Ram.
Stock, these turbos support 500 horsepower with decent ease, and if you use one that's been sized for a larger compressor wheel, like a 64mm, 700-800 horsepower isn't so far fetched.
im at 15:31 and im guessing this girl had HUGE ammounts of blowby, those cylinders are basically mirrors with how glazed they look and the huge deposits everywhere in the head indicate low load, my guess is that this thing either ate or leaked oil till it starved itself... will update later
edit: HOT DIGGITY DANG shes worse for the wear than i expected 🤣but why did she starve?
this is the stuff im glad to come every weekend to see in one full shot, thanks eric and glad she actually turned some good parts for the business!
I haven't seen a single common rail 5.9 cummins come apart without having broken rings. Even my personal truck. They seem to run fine with them being broken somehow.
Scary thought! Wonder why?
a man above said it is due to failed injectors
The solinoid looking thing in the turbo is a heating element
Part if the cold weather package
I am from Australia and just spent 3 months in the USA. Even went to St Louis. Going through a supermarket and saw Reynold's Wrap and thought of this channel. :)
Definitely my favorite channel right now
Enjoy your videos immensely and look forward to the treat each weekend. When you lifted the block with the forklift @20:00 and those two headbolts in the chain bent sideways it gave me cold chills. I was holding my breath the entire time you were working on it. I would recommend being equally as cautious with every aspect of your lifting equipment as you are about the engine stand when working with these super heavy engines.
Yup. A real arse pucker upper to watch.
Push your luck and sooner or later, someone's busted up.
Excellent video. Sorta like watching grass grow, but very informative and entertaining. Thank you.
Thank You good sir. I appreciate the careful consideration of autopsy results.
Always great vids! It would be nice to see a GM LM2 3.0 diesel. Both the Wife's Yukon and my Silverado have it, and I'm curious to see what they look like on the inside.
If that's equipped with 10 speed Allison then good luck
Thank you for another great tear down.
What a lot of people don't understand is Case corporation developed this engine and the 8.3 CT to replace their diesel tractor engines. The 377/401/451/504 6 cylinder had been in production since the mid 50's.
These are tractor engines. Bulldozer engines. Excavator engines. Business class truck engines. The dirty max was a pickup truck engine, and the 7.3 powerstroke was a gas schoolbus engine converted to diesel.
Another great teardown video, thanks for sharing 👍.
Can't believe it's locked up, never seen a 5.9 locked up, but its man made so it's definitely possible. Great vid.
And man ruined!!!
I’m sure.
My sons 5.9 is locked up in his boat.
He’s removing it now. Maybe the KDO?
My 2004 (bought new) with 280 k runs perfect.
@@powerwagon3731 I was thinking by the time the 24-valve came along they had fixed the KDP.
It wasn’t a Cummins problem but an accessory that failed and dropped a nut inside the front of the engine breaking the cam in 3 places, etc.
@@powerwagon3731I recently learned about that, so it's not if but when?
Thanks for another great teardown?
If you still have the oil pump check to see if it slips under load. I have a 96 12 valve and at about 240,000 miles I lost oil pressure at idle but would cone up at higher rpm. Until oil was cold then no pressure at all. The rotor was slipping on the shaft. It didn't show up unless you jambed something in the pump and then turned the gear. Enjoy your show. Keep it up
I always learn something new with each of your vid, thanks.
Ol' trusty 5.9s...best thing to come in a chrysler product well ever
The LA engines were pretty well built. Only thing that hurt them was the Chrysler lean burn system to meet emissions.
The best was slant 6
The best part of a dodge truck is the engine not made by dodge.
@@FishFind3000maintenance is king.
Pretty rare.
I’d love to see an old 6.2/6.5 Diesel, or something else retro. Maybe you’ll come across one at some point.
We also need a teardown of the Wärtsilä-Sulzer RTA96-C. He may need a larger shop for it but it would be a cool teardown video if he can get his hands on one.
@@fuzzyturtlez8994 That's one of those giant engines they use on container ships and other big ocean-going vessels, right?
Something like 60 years ago, I was disassembling a very high like 3.4L Jaguar. All the rings broke when I forced the pistons out of the bores like you did here, and the rings broke. I was talking about it later, and someone mentioned I should have obtained a ridge reamer to knock the ridge at the tops of the bores.
Exactly. Ridge reamer first and the broken rings wouldn't have happened
I was just watching as you go, knowing every step you took and were going to take.
I do no less than 25 of these, and the 6.7s, a year.
It's my bread and butter, along with Duramaxes and Power Strokes.
Rings were broken due to high miles and heat, the wide bowl pistons (2004.5-2007) are notorious for this, due to the shorter crown height on the piston.
If it had ran very long that way, it would have worn the 2nd ring down and, literally, sharpened it, then cut into and tapered the bore.
The no oil in the filter, and trashed bearings, are partly due to water, which may have seized the relief valve in the filter housing closed, starving the bottom end of oil.
Could it have been an oil change interrupted and no oil was replaced after the old oil was drained and a new filter installed?
My thoughts exactly!
That’s all I had until he pulled the drain plug. There was enough in there to run. Maybe it was making noise, someone started an oil change but found it locked up….
The disconnect when it comes to a failure between the original customer, the shop working on the problem and ultimately what you see on a pallet is super-wide, but this one really takes the cake. Oil quality didn't seem awful -- diesels have dreadful amounts of carbon in their used oil. I've given it some thought and somehow came to the erroneous conclusion that some sort of debris was introduced in the LAST oil filter, something big enough to become lodged into the crank's maincap at the location of rod failure and that was what starved the rod for lubrication. It sometimes comes down to what you can't explain (the dry filter) and why just one and only one location on the engine was affected. If Eric had pulled the debris from the crank oiling holes, it might have given us the answer. No matter, thanks and I enjoyed the journey as always! BTW Mobil 1 oil filters are absolutely my favorite and clearly this engine failure wasn't a result of (at least) this one. Ed
Oil added after dry run hoping to save it but too late and it was seized.
But this engine was full of oil.
Great video Eric!!! The truck fleet, That I work on have the DT-466E engines and the Cummins 6.7 engines... Both of the basic engine designs are decent and put out decent H.P. & Torque, however- they are NOT without problems... Most of the problems seem to be with the variable geometry turbos & exhaust- after treatment systems, but several other problems have arisen with the fuel systems , electronics, inadequate drive trains (earlier non commercial vehicles) , Egr systems, as well.... And genuine or even aftermarket replacement parts are expen$ive, REALLY EXPEN$IVE!!!
My guess is the broken rings were caused by the same thing that caused the failed bearings....Contaminants in the engine oil causing detonation (uncontrolled burn of fuel)... Fuel and coolant have been found several times in the engine oil, and sometimes-high pressure engine oil to drive the HUI (High pressure Unit Injection) has been found in the super High Pressure fuel systems, in numerous engines in our truck fleet... Some of the trucks had only 70-80k. miles when these internal leaking issues started... The high compression ratios and ridiculously high fuel pressures associated with the fuel injection systems can easily over-stress the components that were tasked to contain these demanding requirements. When there is even a very slight blockage in the micro-fine passages that the fuel must pass through, massive damage to the fuel system could be the end result because of over-pressurisation....
This is the reason WHY I favor good old cast-iron spark ignition engines that used carburetors... So much more reliable, FAR less expen$ive and FAR less trouble to keep running properly on a budget, and more than capable of maintaining any speed limit... Parts and supplies for several of the older vehicles with the less complex, / more reliable designs are STILL readily available because the after market companies KNOW that many people prefer the older 'obsolete' designs that still operate quite well on the very same roads and speed limits that were traveled on, well over 60 years ago....
BTW, the 'cause' of dry engine oil filter- was surely 'caused' by a person removing the last filter this engine had, after it developed these problems... The oil filters on problem engines , are a primary source to check for metal.... They are disected and carefully looked at to inspect how bad that engine is... The filter that You took off is probably an unused one - to fill the empty spot that was left after the last filter this engine operated with, was removed for the inspection...
Cool story bro
@@mann_idonotreadreplies So I appreciate the comp. you just gave to my last comment here.. The 'Story' is : Be cautious of what you financially commit yourself to, before jumping in with both feet... Case in Point: The Ford 6.0 & 6.4 'powerstroke' diesel engines in their P/U trucks....Earlier Ford diesel P/U's did have very good Diesel engines, especially the 7.3 International engines... But the 6.0 & 6.4 engines they offered are very bad... There are even companies that offer a service to 'Bulletproof' those lackluster designs, for a mere sum of $1,000 to $10,000 plus the installation co$ts... Something that Ford should have done for free - with recalls...
I feel that many companies, made very good vehicles, and at times those same companies made big mistakes... I feel that simpler technology will typically last far longer than exotic/complex things... The newer vehicles being offered these days have already proven that to be true... Food for thought Amigo...
@@mann_idonotreadreplies Easily the coolest story I ever heard 😬
" Most of the problems seem to be with the variable geometry turbos & exhaust- after treatment systems, but several other problems have arisen with the fuel systems , electronics, inadequate drive trains (earlier non commercial vehicles) , Egr systems, as well.... And genuine or even aftermarket replacement parts are expen$ive, REALLY EXPEN$IVE!!! " Quoted statements lack reference to the design details of this system. The 'my guess', portions of this comment is likewise based on the nonthesis of the author's total lack of technical knowledge. How can this person make statements such as ' Contaminants in the engine oil causing detonation', hold an realistic realistic meaning if the relationship of 'contaminants' and 'detonation' are not technically related?
@@michaelwmoora7191 Actually contaminants in the engine oil can cause issues with the combustion process.. One such cause could be stuck rings on the pistons... When this happens, excessive combustion blow- by gass's will accumulate in the crankcase, then find a way back into the intake manifold(s). That's when lots of carbon build-up can take place in the intake manifold and in the combustion chamber.... That is when detonation could occur from the presence of red hot carbon deposits in these high temp areas... With spark ignition engines, those deposits could ignite the incoming air fuel charge, earlier than it should be ignited... This could cause detonation and yes this has actually happened before, because these events are in fact, technically related...
I have enjoined that tear down tremendously.I am a Dodge owner and had a Cummins 1997 4x4 Automatic, a lemon tranny,broke down 4 times. Computer malfunction, would lockup tranny on two gears when you wanted to go ahead an eventually tore the low gear up.Hauled many heavy loads with it. Gaston
Your video’s are pure chaos and I love it!
Lol you could loop taking the camshaft part to extend it for as long as you want...
Eric you rock 🤘
Well you got your money back and then some. Lots of good parts on that beast.
thank you again sir for the effort and the content it was stellar
Ideally you want to loosen the injectors before removing the supply tubes. They’re press fit to the injectors and need to be matched or replaced
Injector crossover tubes are a one and done deal. It’s a crush fit, once it comes out a new one should go back in. Some guys like to gamble, but it rarely ever works out. In my opinion, just replace em. It’s not worth the hassle to re use them and find out one or more are leaking, then have to replace them anyway.
Someone very obviously took a buncha stuff apart and NOPED …
Be interesting to see what you discover
I really enjoy your videos! It makes the wheels in my head get to spinning. Cummins made a tough engine!
I enjoy every tear down!
It looks like they changed the oil and realized after they ran the engine without putting fresh oil in it
Good practice to have the dip stick hanging out or oil cap off (rag over oil fill) as a reminder!
Yeah, it's been a while. I was BOMBING these and the 12v and busting 5.0's before it was cool. I was testing chip boxes in my '99 24v for a fledgling company way back then called EDGE products. I remember Auto-Meter had to calibrate and screen-print new 60psi boost gauges for us. 😅👍
In aus chip tunes are real popular for people towing or 4wd. So people are always pushing more torque out there diesels.
Cool story bro
Just fascinating to see what the innards of my Cummins 5.9 look like! Thanks for making this video.
30.56 You've got a boat anchor there. I love watching these.
You could tear down a Lego engine and I would still watch.
When gasoline ignites it is like a hard shove to the piston. When diesel fuel ignites it is like a sledge hammer blow. It is not surprising that high mileage diesel engines would have a few broken rings from the repeated fatigue of those hammer blow. It is amazing what shock waves can do. I have been in the marine industry for nearly 30 years. I once saw a ski boat come in that had been involved in a tee bone style collision during transport from the owners home to the water. The hull was struck in the middle of the starboard side, and there was visible damage, but the surprising bit was what could be seen on the opposite side. 'evidently the shock wave from the impact had traveled around the hull, in both directions, and struck in phase so that they doubled the power of the individual waves. In a large area on the port side, opposite the collision, the epoxy resin was completely shattered without any sort of direct contact to that side of the boat.
Just something about you recording the engine break down that it is interesting to continue watching on all that you do - thx for sharing - I guess we all are waiting to see the "why" the engine has an issue. I think it is important to know the mileage - And this one is a puzzle with the empty oil pump - and the water issue -
Great video. I really enjoy listening to your comments while removing engine components. I agree periodic oil changes and maintaining fluid level is a key to long engine life. Keep up the great videos. I'll be watching.
PS: Can you do a 2017/2018 Toyota Highlander engine some time? I'm looking to pickup a Highlander and wonder how they stand up and your comments.
Thank You!
They pulled the oil filter to check the oil before going farther. The old filter told them it's junk don't do anything else. They put a new one on to keep it from making a mess.
Then why was it so tight?
@@mikek5298 they put it on tight.. who knows, who cares.
Oil starvation. Guessing by the dry filter, someone changed the oil and forgot to put new oil in it. Sounds like someone used Jiffy Lube. These engines usually go hundreds of thousands of miles if maintained and unmodified.
I have a 2003 Ram 3500 with the Cummins. The last 2 oil changes the filter had maybe 3oz of oil in them. First oil change went 3k miles, and second one 1k miles. There is an oil relief valve behind the filter adapter that sticks causing the oil to bypass the filter. This also might explain why the oil in this engine was so dirty.
My 2005 Ram 2500 Cummins has 300,000 miles on it as of last oil change and I've only had the injectors changed once, at 240,000, and while it might need a new fuel control monitor it still runs like a top and I routinely get 20 mpg on the highway.. great truck.. I'm sure it will outlast me
You do good work.
The video was informative.
I'm waiting for a dip stick victory/touchdown spike.
Would love to see you do a VW 2.0l tdi
I think, I THINK, the engine ingested a moderate amount of water then continued running. Enough water to smash the bearings, but not enough to bend a rod. Then the truck was run through the "misfire" to attempt to clear it with the logic "It's still running so it isn't hurt" Then the water in the oil plus the bearing damage caused it to seize. The heavy deposits on the piston crown on the cylinders with broken rings is a sure fire sign of this. On top of that, that particular color in the oil pan is piston powder from rocking side to side from broken rings.
The only other real logical possibility with all those symptoms considered is this engine was in a rollover accident and run upside down. the oil would have drained out of the filter and not necessarily back in.
The filter was dry because the guy who owned the engine removed the original because it was full of water oil and metal. The fillter was dry because it never was started to fill it up
Most buyers first look at the filter when buying a unknown engine thanks for your over the top perfect video and tear down of the Cummins Mike