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<blockquote data-quote="SidecarFlip" data-source="post: 854077" data-attributes="member: 39764"><p>The carbon buildup from the EGR is very detrimental to the intake side as DDEC found out. The big issue it seems is carbon plugging the sensor orfices. You pull the intake runner (on the turbo pressure side) and it looks like crystalized pepper inside.</p><p> </p><p>Cummins has an issue with Turbo failure most likely related to the excess heat. It's said that every 350K or so you change out the turbo before it fails.</p><p> </p><p>Caterpillar had some serious issues trying (in vain) to meet the EPA mandate. We have a slew of C13's and they all last about 450-400 K miles and then they go south. Everything from head gaskets to dropping valves to spinning mains. The C13 is compound turbocharged. The 3406's went to an afterburn (furnace) that injected diesel fuel through an orfice depending on exhaust temperature. The fuel was ignited by a spark plug and that was supposed to burn off the carbon and NOX residue. That was a fiasco.</p><p> </p><p>DDEC went to supercharging behind the turbo via a one way clutch and short PTO shaft off the turbo to build boost past 45 PSI in hopes that the extremely lean burn would meet the mandate. problem was, it was complex and the engines ran so hot, they ate exhaust valves.</p><p> </p><p>It's all a learning experience but at the cost of the end user. What works on paper or on test engines, don't always work on real world application.</p><p> </p><p>I suspect what will occur is what transpired in the 60's with emissions controls on gasoline engines. Back then, you could not see the engine due to the emissions plumbing. Thats all went away as technology caught up. You'll see the same thing in diesels.</p><p> </p><p>I surmised long ago (from another thread) that you were either a dealer or a technician.</p><p> </p><p>I have a very good friend who works at JD in Mannheim, Germany in engineering so he keeps me abreast of what JD is up to for the most part. When he's in the states for seminars at JD, he usually stays a few days here with the wife and I.</p><p> </p><p>JD keeps after me to lease one and I may next year. My Kubota's are getting close to turning over. I may try a utility tractor (FWA with cab) and see how it compares.</p><p> </p><p>My big issue with JD is the way they handle their dealers. We have one independent dealer left in the area (Fred Ott). All the others are multi dealerships.</p><p> </p><p>Just don't tell anyone that DEF is excellent fertilizer...lol</p><p> </p><p> </p><p>Aside from all that, back when AGCO operated the plant in St. Mary's, Ohio, I used to go there regularly. I think they still use part of the property as a marshalling yard for equipment distribution but no manufactiring. I was astounded by the employees attitudes in that plant. It was.... We are union and we work when we want to and loaf as much as we can. They had the attitude that AGCO needed them. They found out.</p></blockquote><p></p>
[QUOTE="SidecarFlip, post: 854077, member: 39764"] The carbon buildup from the EGR is very detrimental to the intake side as DDEC found out. The big issue it seems is carbon plugging the sensor orfices. You pull the intake runner (on the turbo pressure side) and it looks like crystalized pepper inside. Cummins has an issue with Turbo failure most likely related to the excess heat. It's said that every 350K or so you change out the turbo before it fails. Caterpillar had some serious issues trying (in vain) to meet the EPA mandate. We have a slew of C13's and they all last about 450-400 K miles and then they go south. Everything from head gaskets to dropping valves to spinning mains. The C13 is compound turbocharged. The 3406's went to an afterburn (furnace) that injected diesel fuel through an orfice depending on exhaust temperature. The fuel was ignited by a spark plug and that was supposed to burn off the carbon and NOX residue. That was a fiasco. DDEC went to supercharging behind the turbo via a one way clutch and short PTO shaft off the turbo to build boost past 45 PSI in hopes that the extremely lean burn would meet the mandate. problem was, it was complex and the engines ran so hot, they ate exhaust valves. It's all a learning experience but at the cost of the end user. What works on paper or on test engines, don't always work on real world application. I suspect what will occur is what transpired in the 60's with emissions controls on gasoline engines. Back then, you could not see the engine due to the emissions plumbing. Thats all went away as technology caught up. You'll see the same thing in diesels. I surmised long ago (from another thread) that you were either a dealer or a technician. I have a very good friend who works at JD in Mannheim, Germany in engineering so he keeps me abreast of what JD is up to for the most part. When he's in the states for seminars at JD, he usually stays a few days here with the wife and I. JD keeps after me to lease one and I may next year. My Kubota's are getting close to turning over. I may try a utility tractor (FWA with cab) and see how it compares. My big issue with JD is the way they handle their dealers. We have one independent dealer left in the area (Fred Ott). All the others are multi dealerships. Just don't tell anyone that DEF is excellent fertilizer...lol Aside from all that, back when AGCO operated the plant in St. Mary's, Ohio, I used to go there regularly. I think they still use part of the property as a marshalling yard for equipment distribution but no manufactiring. I was astounded by the employees attitudes in that plant. It was.... We are union and we work when we want to and loaf as much as we can. They had the attitude that AGCO needed them. They found out. [/QUOTE]
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