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<blockquote data-quote="SidecarFlip" data-source="post: 853721" data-attributes="member: 39764"><p>You can't disable the emissions because everything is electronically controlled, no more mechanical injection pumps. It's even in farm tractors. JD is now using DEF on Tier 4 compliant engines and everyone will soon follow suit.</p><p> </p><p>Engines have become so complex that mechanics aren't mechanics anymore, they are technicians. You can't diagnose an engine malfunction without plugging into the ECM connector and downloading the data to the manufacturer who, in turn, tells the technician what to replace-repair.</p><p> </p><p>The new Detroit's actually have a set of LED lights on the fuel filter cannister that monitor engine sensor outputs. All green, good to go. Any red... take it to the shop, maybe on a hook if it derates or won't fire.</p><p> </p><p>Our spate of puked Detroits was because of a porous head casting, the porosity allowed engine oil to mix with the extended life coolant. When you mix lube oil with extended life SCA coolant, the coolant turns to mud. The coolant sensors can't detect coolant flow, only temperature so the coolant wasn't circulating but the 'mud' around the sensor was within operating temperature so no fault occured. The engines basically ate themselves internally. They ran until they either spun a bearing or got so hot they destroyed the overhead. Best part was you can't purge the block of the 'mud' so they were all junk and they stunk from getting so hot. Detroit finally came in and took all of them, I presume to a scrap yard after they removed external components like alternators and such.</p><p> </p><p>They sat in the shop with plastic sheets under the engine stands so the leaking, stinking 'mud' wouldn't wind up on the floor.</p><p> </p><p>I believe all of Detroit's casting is done offshore. All the reman Cat stuff (in on road engines) is offshore, India, if I remember correctly. Cat is out of the on road business entirely due to their not being able to meet the Tier 4 requirements but we still do warranty work on on road and off road application.</p><p> </p><p>I've never been impressed with a Dodge, not from the engine standpoint but from the component standpoint. Chryslers quality control is basically non-existent but thats another story. Best thing Chrysler did to the diesel lineup was getting rid of the 727 Torqueflite. That box can't take the torque and they were actually exploding.</p><p> </p><p>I have a '97 7.3 Navistar ina 350 4x4 OBS.</p><p> </p><p>In order of revelance pertaining to QC, it's Honda, then Nissan then Ford then GM then Chrysler and despite all the advertising blather, Honda and Nissan are still light years ahead of the not so big 3 and both Honda and Nissan are continually pro-active with their suppliers. The others care less.</p><p> </p><p>They all make mistakes and they all have issues because a vehicle is made up of complex assemblies and parts and sometimes things fail.</p><p> </p><p>You see, I work (part time) for a division of the second largest producer of flat rolled high strength steel sheet in the country and they are real big into automotive so I get some interesting insights into the steel end as well.</p></blockquote><p></p>
[QUOTE="SidecarFlip, post: 853721, member: 39764"] You can't disable the emissions because everything is electronically controlled, no more mechanical injection pumps. It's even in farm tractors. JD is now using DEF on Tier 4 compliant engines and everyone will soon follow suit. Engines have become so complex that mechanics aren't mechanics anymore, they are technicians. You can't diagnose an engine malfunction without plugging into the ECM connector and downloading the data to the manufacturer who, in turn, tells the technician what to replace-repair. The new Detroit's actually have a set of LED lights on the fuel filter cannister that monitor engine sensor outputs. All green, good to go. Any red... take it to the shop, maybe on a hook if it derates or won't fire. Our spate of puked Detroits was because of a porous head casting, the porosity allowed engine oil to mix with the extended life coolant. When you mix lube oil with extended life SCA coolant, the coolant turns to mud. The coolant sensors can't detect coolant flow, only temperature so the coolant wasn't circulating but the 'mud' around the sensor was within operating temperature so no fault occured. The engines basically ate themselves internally. They ran until they either spun a bearing or got so hot they destroyed the overhead. Best part was you can't purge the block of the 'mud' so they were all junk and they stunk from getting so hot. Detroit finally came in and took all of them, I presume to a scrap yard after they removed external components like alternators and such. They sat in the shop with plastic sheets under the engine stands so the leaking, stinking 'mud' wouldn't wind up on the floor. I believe all of Detroit's casting is done offshore. All the reman Cat stuff (in on road engines) is offshore, India, if I remember correctly. Cat is out of the on road business entirely due to their not being able to meet the Tier 4 requirements but we still do warranty work on on road and off road application. I've never been impressed with a Dodge, not from the engine standpoint but from the component standpoint. Chryslers quality control is basically non-existent but thats another story. Best thing Chrysler did to the diesel lineup was getting rid of the 727 Torqueflite. That box can't take the torque and they were actually exploding. I have a '97 7.3 Navistar ina 350 4x4 OBS. In order of revelance pertaining to QC, it's Honda, then Nissan then Ford then GM then Chrysler and despite all the advertising blather, Honda and Nissan are still light years ahead of the not so big 3 and both Honda and Nissan are continually pro-active with their suppliers. The others care less. They all make mistakes and they all have issues because a vehicle is made up of complex assemblies and parts and sometimes things fail. You see, I work (part time) for a division of the second largest producer of flat rolled high strength steel sheet in the country and they are real big into automotive so I get some interesting insights into the steel end as well. [/QUOTE]
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