The Cat C15, C-15, and 3406 Engines. Know Your Engine. Facts, Faults, and Features.
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- Опубликовано: 10 мар 2017
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The Cat C15, C-15, and 3406 engines were Cat's most popular and powerful truck engine for several years. These dependable powerplants had very few problems and could make it well past the 1 million mile mark before a rebuild. This video describes the model year differences, common problems, and maintenance intervals for this prolific Cat diesel engine. @AdeptApe on Venmo or AdeptApe@yahoo.com on PayPal for donations, thank you so much for supporting the channel! 
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My father had a old 3406e that was in a accident, his driver rear ended another truck in a snow storm. Within the month, he had the truck rebuilt, and the engine ran fine, no issues. That truck had the crank snap right at after the first main bearing, and took the engine to get rebuilt by cat, and they said that they’ve never seen a crank snap there, and they ended up fixing it on warrantee lol
They hadn't ever seen it since the last time they saw it 🙄
Great video!! just purchesed a 2004 w900L with a c15 MBN IN AUG 2016 ...TRUCK HAS 300K ON THE REBUILT ...RUNNING STRONG. THANK YOU FOR THIS VIDEO, GREAT JOB!!!
I appreciate your knowledge sir.. I live full time in a 08 Motorcoach with a C15 Acert single turbo 600 HP. We call this engine our hill/flattener.. Its a beast.. and are fortunate to have it. enjoy your vids Thank you for sharing you
Dude, thank you for doing this!
Awsome Video!!!! Thanks for taking the time to make such a detailed and informative video!!! Us C-15 MXS owner operators appreciate it!!!
+Isaac Avila Glad I made it.
You really cleared things up for me. I have a 6NZ and didn't know it! :)
Thanks I learn so much from watching your videos. They have helped understand how a diesel engine works it also helps me manage my fleet
We watch your channel and we are subscribed from the oil fields of Texas
Love all your videos
Most of us here owner ops have the 5EK's and we pretty much fix our own trucks from your videos
You are truly a life saver brother, thank you so much
Can't wait to bring my truck to you, thank you again brother
Great content, you explained more in this video than I remember from last 25 years or so
Great information as always thanks for sharing keep up the great work
I have 6 nz and your videos helps me a lot !
+Vladimir Sherer Glad to help.
Vladimir Sherer Батюшка! Здравия желаю :) да этот парнишка молодец. Сам смотрю потому что хочу проект Петю купить с 3406 но он коротконогой :-/
Great video
I have 6NZ. I've had it since new. 1.2 million on it. Still running strong.
SuperTruckerDan I have 1.2 also and still runs strong!
Jeffrey and Rachel Castellanos
I hoping for 1.5 million
I've had a generator on the truck since new so I have very little idle time.
+SuperTruckerDan Oil changes and don't overheat it, it'll go there.
And Dan makes very good videos. lol
Boston RStar thanks 👍
Thanks so much for your time. Your site has been a great help to me.
I have a 3406 E 1LW with 1 million miles on it and runs great...
I have it out of the US but runs good going up the hills but the fuel consumption is not that good...
Going down hill is not the best engine brake as a N14 or DETROIT but I'm happy with it
Thanks for the great advise.., now I think I know which engine I’ll want for my 49’ International.
I stumbled on this video today...thank you for saving me from making a huge mistake!
We were in negotiations to purchase an 09 Beaver with an 07 SPD C15. Thank you!!
Just found your channel.
I’ve only watched this video but this is good information... fabulous information!!
Subscribed!!!
Great job!!!
Great video!!!
Very easy to understand....
A lot good info....
I love it!!!
Just rebuilding my 6NZ right now @ 2.1 million km. Pulled like a rhino until last Monday, grossing 140k# the rad exploded. Turns out the fire rings between 3 & 4 were gone, the head is destroyed from erosion in the stress relief cut between cylinders. Gold kit in the mail! going to turn it up from 475 to 550 after the new bits are worn in! woohoo! Thanks for all your great videos, keep up the great work!
+xEchoEaglex Sounds like you got your moneys worth out of that one. Check the liner protrusion, you'll probably need them cut. You can get the block decked as well, I've seen that before.
xEchoEaglex running those SuperB loads in hills (logging or oilfield, or out to the coast) or a mix of prairie and hill country? What sort of RPM were you hitting for your upshifts and max rpm while running the flats? Pulling heavy obviously works the engine harder, but a friend has one doing SuperB deck runs from Alberta to the Lower Mainland where he's not working it quite as hard as logging and oilfield work. I convinced him to run the Canyon instead of the Coquihalla as I proved he would saved 60+ litres per round trip, since he doesn't have those looooong, hard pulls anymore. He's seen his economy increase and his services are coming back showing less wear and 'cleaner' oil as a result. This with similar use/distance on his engine.
Only thing I would add is that the 5EK was the first E model, not 1LW. And 99% of crank problems were with the 5EK....in fact most 5EK engines will break the original crank at some point, but are fine after they are replaced.
Also not mentioned was the 1MM 3406E which is the best cat engine ever produced IMO.
Great video 👍 thanks for the content!
Thank you!
I've been a hero replacing the oil sensor many times for independent's (and glad I could help), and I think it's a heat problem too.
Install an heat shield over the sensor itself or around the exhaust close to the sensor
Excellent informative video!
Awesome info!! Thank You
Have my 6NZ C-15 in a 2001 Freightliner custome made Dump truck and I LOVE IT .
700k+ miles and still strong 💪🏻
FYI on oil change intervals I do mine every 25-30k on my ‘99 Detroit , did first in frame bearings look great. Almost ready to do the second inframe at 2.2 million but just going to put bearings in this time
Hi thanks for your videos I have 1990 Pete 379 3406b with 430.000 original miles change oil every 12.000 miles runs strong
Is that motor still running strong I just got one dropped in my 84 359
I did a lot on 3406 e and c 15 in the early 2000s they had issues with injector barrels o rings, injector rockers arms breaking, cams damage due to the rocker arm breaking, the hand fuel pump sucking air. I did many overhauls on these engines then. There were other issues then but these were the most common.
I thank you for anything you say ..... I'm all ears
Great info! thanks!
The 1LW was not the first E-model. The 5EK was first, 6TS was second, the 1LW and 5DS were built in tandem. The 2WS and !mm were built next, then began the C-15 they are 6NZ and 7CZ then the MBN.
Very helpful. Unfortunately, for me, I experienced liner protrusions when i entrusted my mechanic of 7 years to do my overhaul on my acert. He didn't do protrusion tests and as a result I cracked the head 10 months later. He replaced the head and submitted for warranty. The company he used wouldn't honor it stating that it was caused from overheating the motor. 4 months later I blew the head gasket. Took it to Holt Cat in Dallas, TX. They replaced the head gasket, sent the head out to be tested (which came back ok), and tested for protrusions. Cut the block, replaced all the liners and rings and got me rolling. Cylinders 4 and 5 were off by 30/1000. CAT said anything more than 2/1000 is out of spec and then they pretty much said exactly what you said in this video. Although I think you explained it better. Next time I do an overhaul it will DEFINATELY be going to CAT!! There are a lot of great mechanics out there with 90% of repairs, but that doesn't mean they can do an overhaul properly. Just my opinion. Great video start to finish. I'm now a subscriber!!
Thanks for the info man
This is going to be an interesting video!! Thanks
great explanation for that sleeve protrusion thing.
I love diesel engines keep it up enjoy all mechanic
at 26:45 he tells you pretty much which are the best cats. THANKS FOR ALL THE INFO MAN, LOVE THE VIDEOS KEEPEM COMING👍
+bandido79 Thank you.
Adept Ape I'm looking at getting a 09 C-15 with about 526k miles yay or nay?
Super cool video, very informative
Damn bro your the truth!!! Was thinking about buying a 2007 T600 with a ywin turbo cat, even looked up a video about making it a single turbo...thx
Nice video, thank you very much ! In fact they went dual 70 pin ecm before 6NZ , on the 2WS 3406e :)
I had a 2WS, he said itcame befor the 5EK.The 5EK was a 40 pin and 2WS was 70 pin this was in my 2000 379 built in January engine was November 1999.The earliest 6NZ I have seen was January 2000.These were the 2 best Cats.
I have c15 bsx. 1.4 million. still runs good. change oil around 12k never had the head off. but the IVA. is just like you say .
My crew did an engine swap about two weeks ago on a d8n. The original engine a 3406 was seized. It got flooded with salt water. The owner bought the replacement engine from an old generator and we stripped it down and reused all of the parts from the seized engine along with new seals and gaskets. It was an easy swap and the machine runs like a dream. The hardest part was installing the 2 hydraulic pumps. Overall it was an experience i learnt alot.
Great video and info my brother
Old Mate
You do fantastic video 📹
On a complete break down of these motors
Thank you for your knowledge on them and sharing on the 3406e
Australia
🌏
Good ole 425 (four 'n' a quarter). Cannot kill those bad boys. Love my converted MBN to 475/550 6NZ.
Would like your thoughts on the 3406 mechanical engines upgrades and tweaks.
I want 6NZ. I had good luck with Celect Plus N14 Nut but was getting tired. And found deal that I was talked into so we swapped for 12.7 Detroit that had been rebuilt 150,000 ago. Change truck over to that and engine is puking oil in exhaust from cylinder. I’m jealous of all these guys with cat engines. Great videos AdeptApe. Been watching for couple years.
very nice video, thanks for sharing.
Great video great to the point no fluff and I love the dog
Just found you on you tube. You know your stuff, very knowledgeable thumbs up
+Andrew Hourigan Thank you very much.
Mahalos for another great video. I have all of these model engines 2WS, 6NZ ,JEB and KRA. The last 2 are military specs and are 24 volts. I am in the process of remove a Detroit 60 to make way for a CAT engine because they are more dependable and more powerful. Pulling 129,000 lbs here in the NV a CAT engine just pulls the hills better. Great info and keep up the good work!
Your pretty much on point with everything I've heard you put into lamens terms, like turning on a set of high intensity fog lights on a brisk autumn morning where the field of vision is is your hand practically. Real simple but to to point explanation of what a Cat Mechanic grew up figuring out and little by little somehow one day reach a point of clarity that unbeknownst to you allows you to have developed an ability to very seldom come across that ONE MOTOR that just won't go down easy. But the challenge in the fight with the problem only makes it that much more satisfying to come out on top, a little demoralized in some cases. But nonetheless the Victor. I can honestly say, that being in my dad's shop since a kid and growing into a genuine love of my labor, I do appreciate the content. With that being said of coarse I gotta talk a lil ish too. Maybe it's just overthinking it, but I know the injector to "atomize" the fuel into the cylinder, so then the fuel to air mixture can be compressed causing the combustion to happen. I'm just measuring up to the rest of your material and had to f**(< with you. Other than that mad descent and informative!! Stay up!! ✌️
Great video man. There's Nothing better than Cat engine. And the 3406E SIMPLY THE BEST. EASY AND RELIABLE ENGINE.
Greetings from Costa Rica 🇨🇷
+Tirofijocr Greetings from the arid USA. I've got a lot of international fans, more than I ever thought I would.
Thank u great video.
Enjoy your videos, like to learn more about the C16 in my assigned tractor, 7C2 prefix I believe!
7cz
We had 9NZ C15 in Australia right before the ACERT. May of been in the years our emission standards were lower than the U.S. before the ACERT.
nice video brother
Don’t forget the old 1693. They were rare, but the old Cat guys I started with at KW loved them.
AKA Clatterpillar
Very good information about cat
I sure miss driving a 6nz and a 1lw .. those were some beasts
I have a 2006 pete 387 with a c15 over 1.5 million miles on it she still runs like a champ. Its not the most comfortable ride foe sure but it more than makes up for it in reliability.
Subscribed 👍
The reason the IVA oil pressure sensor fails more frequently than the engine oil pressure or boost pressure sensor is because it measures a high frequency pulsing pressure. The boost and oil pressure sensors have a smooth and relatively slow change in the pressures they read resulting in very little stress on the diaphragm in the sensor. The IVAs operate by activating the solenoid, trapping the oil between the solenoid, the piston that holds the intake valve open and an accumulator. The IVAs hold the intake valve open 2mm off the valve seat. When the piston comes up on the compression stroke some of the intake air is pushed back up into the intake manifold which forces the intake valve and the IVA piston up closing the intake valve and causing a spike in IVA oil pressure. Holding the intake valve open on the start of the compression stroke lowers cylinder pressures and reduces NOx emissions (better system than EGR which uses the inert exhaust gas and abrasive soot to absorb the heat and lower NOx emissions at the cost of increased engine wear, carbon build up in the intake manifold and on intake valves. Soot build up in the engine oil requires you to use harder bearings with less imbedability so any lube system contamination is more likely to damage the crankshaft). The check valve is installed in valve cover base to trap the high pressure pulses in the IVA oil rail and keep them from entering the engine oil galleries causing unwanted engine oil pressure fluctuations. The sensor has 3 functions. 1 the ECM monitors the pulses which match the firing order of the injectors to determine if the IVAs are operating correctly. 2 If 1 IVA solenoid fails for lets say for #2 cyl the sensor will not reads a spike oil IVA oil pressure before #2 injector fires triggering an IVA #2 not responding fault code for easier troubleshooting. 3 EPA regulations mandating a way to detect tampering of emissions systems. In my opinion the MXS/NXS C15s when repaired with the latest grade 9 hour glass cut IVA studs and the 20R part number IVA heads are the second best performing and the most reliable of the engine in your video. On these engines a good top end set is very important for performance and reliability. It is also important that the ECM is flashed with the latest 329-XXXX flash file. The older flash files turned the Jakes on and off like a light switch which at high RPMs can overload and break the exhaust rocker arms. The new software uses a pulse width modulated signal to slow down the application of the jakes and prevent them from failing. The difference in operation is almost in noticeable but worth it in reliability. Yes the 6NZ is still a really good engine but it has a higher head gasket failure rate than the MXS. The SDP 2007 engine makes great power, has excellent Jakes and gets good fuel mileage BUT you have the added cost of aftertreatment system maintenance. The aftertreatment fuel system is very sensitive to contamination and REQUIRES you to use the proper 10 micron ABSOLUTE primary fuel filter. A 10 micron NOMINAL rated filter will lead to premature ARD head failure. Also not cleaning around the filter when replacing it can introduce dirt into the system causing premature failure as well. So in any case it's best to wash you engine before you service it. CAT really pushed this hard to all the dealers when the SDP came out through Truck Engine News, dealer training and Operation Readiness which was an online course every CAT dealer technician had to take. Even with that said plan on having to replace the ARD head about once every year. I've seen guys using Fleetgaurd filters replace ARD heads every 3-6 months and some guys running CAT filters going 2-3 years. I would love to see CAT engine back in trucks again one day, but with the death of the CAT truck that's not likely to happen. Hope this helps some of you out and if you happen to be near Vancouver BC and looking for someone to fix your CAT engine come see me at Inland Kenworth Burnaby
🙏.. very well said. Thanks for taking the time out your busy schedule to share the info. Knowledge is power....
i really enjoy your videos! I've been watching your videos for quite some time before I decided to create an account just to subscribe to your channel 😁As a fellow mechanic, I share the same love for CAT as you.Keep the videos coming 😁
+Blake Hughes Thank you for subscribing, I'm hoping to do an engine rebuild video this spring that would be a several part video.
+Adept Ape, really looking forward too seeing the engine rebuild series 😁
Now this is a video! Thanks so much for all the information. With all of this info which cat c15 do you suggest for building power? Im wanting to build a c15 that can get me in the 750-900hp range. Mainly hauling heavy equipment. Would you still stick to the single turbo c15?
Adept Ape..... Love all your videos.... Great Detailed info!! You made a "boo - boo" in this one though, where you stated at the 14:03 - 14:06 mark, that the 3406 was the "Only Cat engine to use an overhead cam engine in trucks......". Not so, my friend.... perhaps your not old enough to know or remember, but back in the early to late Mid 1970s when Cummins had the "big" KT/KTA engines (1,150ci - same as the QSX in "today's" language) and the Detroit 12-71/12-71T & TA's and the Mack V8 (E-9 in the 70s?.. maybe it was the "smaller" Maxidyne V8? or the ENDT-866?)...... Cats "answer" was the fabulous 1693, 1693T & 1693TA (325 - 425hp) which was a DUAL Overhead cam engine..... when they idled, they always sounded like a rod or rod & piston were about to air-condition the block at any moment.
However, they were strictly an "O/O" engine (Owner Operator), meaning that they needed to be driven (especially the T & TA,s) by someone who really understood and knew what they were doing.... they were Not the sort of engine you would want in a fleet (re: many different drivers on each truck) situation, nor any of today's so-called "truck drivers"... they wouldn't last 400,000 miles, but in the hands of an Owner Operator with lots of years and experience (most all "older" drivers Up Until the newer "class" of drivers started showing up around the mid 1980s... possessed good mechanical inclination, understanding, abilities and above all - Common Sense.... Especially the Owner-Operators from pre & post WW2 era, the "tail-end" of which included the drivers & Owner-Operators that were the "baby-boomer" era of just post WW2 (like myself) and who entered in trucking during the late 1960s to early 1970s).... the 1693's could go a million miles, and I personally had several friends (O/O's) that did, in fact, put over a million miles on the "clock" before needing any overhauls.
Each of my trucks (as a single truck O/O)... One 69 Pete, and two Extd hood A model KW's (74 & last year A model -1982) were all V12 (DD) powered.... but set up to Marine specs, basically (800+ hp)... and I was able to get 723,000 miles out of my 69 Pete before I sold it to get my first KW Extd Hood in 74, then just over a million with my 74, before getting my 1982.... which "retired with me" as an O/O in 1996 (but I'm still behind the wheel in 2019).
Now I'm driving a Cat. powered 2006 - 379 Pete with the C15 Accert.... which now has 1,110, 836 miles on it and the engine has yet to be "opened up" (no rebuilds or reman's)..... last driver (now retired) on her, said "it can't get out of its own way on the pulls (grades)".... I told him that you cannot drive a Compound turbo engine, like you do a single turbo (Cummins was the same way with the NTA-475 of the early 1970s - just prior to the 1,150ci "K" series)....it takes a totally different controlling of the throttle and I can easily I can keep with, and even pass lots of other Cats on most grades unless their running "juiced" 6NZ's.... and some of the "little" 12.7L DD 60 series that are "tweaked" correctly, are very capable of showing their tail lights to many Cats and Cummins!
I pull "hoppers" (re: "grain wagons") now, and 80 to 84,000+ gross weight off the farms to elevators is Very commonplace. I think I've got the owner convinced to swap engines (when or if this engine ever "expires") and get a Reman 6NZ and get rid of the issues (as you describe here) associated with the Accert.... though, there have been None of those issues pop up since I've been on it since mid 2016.... "knock on wood" possibly at this point. ; )
Oops!!.... sorry for the "book", Take care and keep doing what you're doing.... you're Very good at it... and your Cat knowledge is Greatly Needed and Very Much Appreciated... by MANY!! Thanks for sharing your Cat knowledge with everyone.
PS:..... You might want to look into the "ole" Cat 1693, 1693T & TA. Before that, there were the Cat 1673, 1674, 3126, 3176B, & the 3306(& B), engines in trucks (the 1960s, early 1970s). I do not remember now if the 1674 engine was a "cammer" or pushrod engine (?). Oh, and don't forget the FIRST 3406 truck engine... the 3406 PCTA, which was a "pre-cup" headed engine. Ahhhh, the memories are coming back!! lol : )
Love it...
Thank great to know
You studied and you know your stuff I'm very impressed I'm just watching your videos I want to buy a diesel pusher motorhome and I want to know the ins and the outs of the cat's in the Cummins
I like your channel and I've been subscribed for a long time !! The first engine that I've ever known of to use an overhead cam was the Caterpillar 1693, you had to use a number 2 Philip's screwdriver thru a hole in the tappet followers to adjust the valves, it was overhead cam, first CAT truck engine to be available with either direct or precombustion chambers, and Cat even had a mechanization to advance injection timimg while running based on centrifugal force ! (Redesigned etc for use on later engine's--3406/425) the 1693 had the timing gears housed inside the flywheel housing.
Completely ass backwards to traditional engine design.
It was 20 years ahead of its time it had a fully mechanical governor with a puff limiter etc. It was scary ! Overhead cam, variable timing, precombustion chambers, timing gears where there normally not ! I loved em but mechanics had never seen anything like it !!! Almost everything we have today is the result of Cats genius innovation !!! And I'm an old school DETROIT and CUMMINS MAN !!
All the Best Sir.
A Cat 1693 did not have a DI engine. All was PCT or PCTA. Main two was a 425 HP or a 325 HP. Had more gears on the rear than teeth in my mouth. Ever work on one with a brakesaver? I would love to see a very early one with a forged body fuel system and a compression release. First engine I ever rebuilt when I hired in. My old training instructor said if you want to slow down an oil leak on a 1600 series Cat. Put a big drain pan under it with a small hole in it.
Hey Ape, relatively new watcher here, love your content. Just out of curiosity would you happen to know where I could find engine documentation for these C-15 Cats, particularly the 6NZ? I'm looking to help an engine modder add these engines into ATS to fill the gap between the 3406 and C15, and I am not finding much in the way of dyno charts or even manuals out there. Any help or info would be appreciated! And again, thank you for the wonderful content, I've learned more about repairing engines than autoshop in high school ever taught me.
You find it?
Thanks Adept for this video, ive watched a few and enjoyed them all, on your c15 walk around i noticed a fuel recirc line from the transfer pump to the secondary fuel filter housing with a little ball valve, mine has the same thing and i understand this can be removed, is that correct? And do you suggest its removal?
3406 single turbo engine is the best diesel for over the highway ever made. Mine has over 39,000 hours on it and still goes strong. It still outpulls a Detroit pound for pound on a highway pass with the Detroit rated at 50 hp over mine.
Its all in the setup. My old Detroit would out pull all my cats even my buddies 625 cat.
its like people don' t realize your transmission, diff, and even tires determine pulling power.
A v8 Scania or a 16.4L Volvo is probably better
I had a 91 International super Eagle with a 3406 B model cat great engine pulled and ran fast the only other engine i like a lot that can pull better than a cat is Mack engine my 85 Rmodel and my 92 mack 350 awesome engine
I have a 1MM 600 Caterpillar putting 650 out. They only built 119 of them according to Cat and this is my second one. I love it and would not own any other engine the rest of my life. It is the one Cat built to kick Cummins 600 KTE butt and nothing pulls with it. Down side is every 300,000 to 400,000 miles pull heads clean up new gaskets run over head good to go. Longer stroke higher compression ratio shortening head gasket life.
Picking up a 04 Columbia w/ 3406e motor with 1.2MIL miles.. Super excited after watching this video.. great info!!
+Dani Veliciu Not sure what you are driving now, but if maintained that engine should last you awhile.
had a mbn motor never had any issues rum for ever if u don't beat on it and maintain it
Great vid! Just subbed...
+billy greenhorn Thank you.
Great information Adept Ape, keep it up! I have a question regarding the C15 2008 SDP Acert low pressure turbo. Are these turbos ball bearing? I noticed they use a GT5518R turbo for the low pressure turbocharger. I would like to confirm this from somebody certified. Thank you!
I have been told that that Cat increased the compression ratio on the accerts to 18:1? And that the twin turbos spool out @ 50 psi? Thats alotta heat. I currently to this day (only run) 1lw and a 5ek. NOT one PROBLEM (front cover leaks) with either one. I owned a C-15 and that engine would snap off the exhaust manifold studs constantly. As far as I can figure, the only way to break a crank on the 5ek is to shift it under load with the jakes on. And I drop oil at 10000, regardless of condition.
Hey how’s it going I was wondering if you knew anything about a Mbn, and how to possibly get the most out of it like a 6nz , or better yet what components would it take to basically convert it to a 6nz .. and would it be worth it at all ..?
Good video ..
Hi Adept,
hope you are doing well.
i have a question for cat c15.
my client have cat c15 the engine running on 1200rpm continuously 40hz.
the code shown on ET software is "Engine timing calibration" i have changed all the cam sensor but no effect. tell me how to diaganose?
thanks
Have you ever worked on the 3406's predecessor, D343 in tractors or 1693 in trucks, it was double overhead cam and I believe the bottom end is very similar to the first 3406's?
Hello mate!
First off, Thankyou for all your info here, I’m looking at buying my first truck 2nd hand here in Australia and your vids and classes have been awesome to watch 👍🏼
Got a quick question for you though, is there a place I can see what or how many series are within an engine code…my mate at work has a 9NZ, you mention here a 6NZ series, just wondering how many there were or what I should be looking for, After watching this I’m trying to stay away from Accert’s 😂
Thanks again 👍🏼
You just got new subscriber from India Bangalore CAT Perkins Hosur faculty I just saw your video that was damm awesome Actually we are now manufacturing c18 for electrical power and its new aswelll as 3406 NYCly explained helpful
Man I’d love to have my own truck with a C15. Sucks that I’m brand new to trucking and pretty young. I’d like you all to pray that I can do this someday before it’s impossible. I bet in a few years when I get the opportunity to be owner op it’ll be very difficult.
running the 3406E with aluminum pistons and just past the one and a quarter million miles. Not a lot of horses but it makes the same amount of money as other trucks. The boss was gonna put some money into converting it over to get more ponies but as he took it apart the valve train needed much attention. He knew the price had to be too good to be true. Anyways. Great videos. I'm not much of a mechanic as my boss is but I am learning what I can as a driver and with your videos I can learn even more.
+georgeof78 Watching my videos won't turn anyone into a senior mechanic, but it'll at least help them understand the systems better and help them perform some of the tasks.
I appreciate your time and knowledge with these videos. Any way we could chat for a minute?
I have a C15 mbn, I learned a lot although my wife didn't like the video...lol
PNW_Native LOL....!!!!
Hope you can answer my question. I am trying to find the best engine speed that balances performance and economy for a single turbo Cat engine. I've found Cat's recommendations on ACERT engines (spec rear end and tire combos to provide 1325 rpm @ 65 MPH road speed). The only info I see from Cat pertaining to single turbos (I THINK they are single turbos) are for the MultiTorque engines, where 1450 RPM @ 65 MPH is recommended with a max engine speed of 1550 RPM at cruise. Does this also apply to the 3406E and C-15 6NZ engines? Many forums I've browsed (usually from 2009-2011) indicate best results with a 550 HP engine running ~1400 RPM for the best balance of performance and economy. Here's the details of what I would be doing/where I'd be going/what type of trailer I'd be pulling. I'm looking at running team from Edmonton, AB (which is 500 miles north of Great Falls, MT) down to Houston, TX, likely through Saskatchewan and then down through ND/SD/NE/KS/OK/TX which is relatively flat (compared to running south through MT/WY/CO/NM/NW TX which is higher elevation and more hills). The loads shouldn't be more than 80,000 pounds, unless permitted for overweight, pulling a tandem axle flatdeck/stepdeck. If the info I seem to have unearthed is accurate (1400-1450 @ 65 MPH) then I'm looking at 24.5 rubber with a 3.90 rear axle and an 18 speed (final drive 0.73 or 0.74 depending on transmission model), giving an engine speed of between1418-1438 RPM. On 22.5 rubber with a 3.70 rear axle the engine speed is between 1410-1429 RPM. Tire choice and rear axle will be determined depending on which route is to be used (what the company pays/prefers for any permits/fuel tax). If lower engine speed (1450-ish at 70 MPH where I hope to run in order to maximize trips), like with the ACERT engines, is recommended by Cat, then obviously slightly faster (numerically lower) gearing is needed. Any info you have or a steer in the right direction is greatly appreciated. Really enjoy the info you provide in all your videos.
Adept ape! Thank you man for making these videos! I've got a 2005 Peterbilt car carrier C15 Acert MXS. This thing turned over 1,000,000 miles and is drowning me in maintenance... i've been talking with a guy about rebuilding the motor converting it to a single turbo and "make it run like a beast" i'm curious would the IVAs still be a factor?? Also what if I was to buy a fresh 6nz to put in my truck, would it be difficult to convert over?
+brandonivins If you flash it with a single turbo file, you could just back them off and they wouldn't do anything after that point. I haven't messed with the aftermarket flash files though so I can't give you a first hand account.
I just got a job driving a 2004 KW with a single turbo c15 that says it's rated at 525hp. Do you know what model that would be and the torque specs?
I have a farmer friend that just had a head gasket put on a c15 at 310k miles kinda surprised me but they are good at breaking stuff;)
can you make a video on a c-18 engine like that
Do you have video of changing rear engine mounts
Is there anything you would suggest I look for when buying a 96 3406E with 897,000 on it ?
This is really awesome information and want to thank you. Is there a way to get around having the emissions stuff on the c-15, like go from a dual to single turbo setup, totally remove the egr setup, just anything you can think of please???
+Gary ClarkII There are ways to do it. There are companies that sell kits to do it as well. There is the Old Guy Tuning or however you spell it that sells kits and Pittsburgh Power might still sell things for that. You can't reprogram it as well with these kits if you wish to.
You might be right but will this over ride the rebuild warranty, thats the biggest question????? I've heard you remove the emissions from the C-15 they get better mpg's but I wouldn't have any idea, is this true???
+Gary ClarkII I meant to say you CAN reprogram it. I've heard that it helps mpg as well, but have no hands on experience to say it does. Depending on what you do it can invalidate the warranty. If you mess with it then a repairing dealer could claim the aftermarket parts caused or contributed to the failure. I would check with the dealer that rebuilt it to see what the guidelines are.
I appreciate the ifo and looking forward to more videos that may have info like this, thanks again for the prompt answer dude!!!
Is it true that you can go twice the miles with synthetic oil, and what’s the recomendable miles for a overhead “valve” adjustment? Thank you for the very informative videos
I have a volvo 97 with a 3406e 5ek engine and still running strong
Wtf a Volvo without a Volvo engine? Here in Sweden Volvo uses it's own engines
I've seen a 3406E snap a crank right where you described. We had a PACCAR MX13 snap a crank at main journal 2 a few months back. I've seen 3 broken crankshafts in my time wrenching and its always pretty crazy to see
You let me down... all ACERTs are 120 pin ECMs not 70 pin. The first 3406E was the 5EK which began production in ‘94. 3406E prefixes- 5EK(14.6 ltr),5DS(15.8 ltr), 6TS(14.6 ltr), 1LW(14.6 ltr). These prefixes are 40 pin. 2WS(14.6 ltr), 1MM(15.8 ltr). These two 3406E prefixes are the first to use the 70 pin ecm. C-18s were installed in trucks in ‘01 & ‘02. I hope this was helpful.