DEMOLISHED 6.7 Ram Cummins Diesel Engine Teardown! Violent End To A Pricey Engine! Worst Diesel Yet?
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- เผยแพร่เมื่อ 1 เม.ย. 2022
- Email ALL part requests to Importapartsales@gmail.com.
Last weeks Big Block Chevy teardown was one of the worst blown up engines on the channel. It was also EXTREMELY heavy. I wanted to continue this trend of heavy engines with maximum carnage and selected a 6.7L Cummins for today's teardown. I know I had promised a 7.3L Powerstroke for the next diesel teardown, however the 7.3L I have is actually in decent shape and I don't like tearing down good engines. I'm searching hard for a powerstroke for this channel!
This 6.7L was popped in ways I've never seen. I do wish I had the complete engine with the pan to see its contents but the parts I did find were still very worth it.
My name is Eric and I own and run a full service auto salvage business called Importapart located in the Saint Louis MO area. Part of our model is dismantling and selling parts from rare and niche market engines. I don't build or rebuild engines, we simply supply hard parts to those that do!
Want to see a particular engine torn down? I may have already done one! No really, check out my other videos for the engine you'd like to see! I've made over 60 other teardowns from a Cummins to an LS7, and from Rotary to Ram Ecodiesels. You can expect a new teardown every week!
Check them out here • Blown Up Engine Tear D...
As always I appreciate all of the comments, feedback and even the criticism.
Don't miss next weeks teardown, its about time we had some carnage!
-Eric - ยานยนต์และพาหนะ
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
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!!
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!
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. ;)
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!
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.
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.
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. 🤔🤠
@@FrankyRedEyes Yes. Totally agree :)
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
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.
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. 🤐
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
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.
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.
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.
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.
It's missing the glass on the inspection port for the piston return springs.
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.
Google the class action lawsuit over these engines. I some applications they are running them with reduced oil pressure to get them to warm up faster to meet emissions requirements.
@@arontoday8766, 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,
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.
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.
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
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 might have something a little bigger” comes back with the biggest prybar I’ve ever seen 🤣
The shear sound this thing made probably would've been able to be heard a few counties over lol.
“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 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.
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.
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.
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.
Those teardowns are my sunday morning treat. A bonus one this week ? Hell yeah !
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!
Thanks for releasing on Saturday nights! I look forward to it all week!
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
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
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 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.
More than half of my enjoyment of these vids is the sound. That slow mo of the piston popping out what great
Great explanation on the tear down, very methodical breakout. Good work and thanks for the info.
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!
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
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.
Love your videos. Lots of information presented in a very entertaining fun way. Thank you.
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
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!
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 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😅
Eric, keep up the great work. I enjoy the heck out of the channel.
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.
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
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.
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.
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 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.👍
I mean, it’s a good thing they capped off the thermostat housing to save the engine.
I love your tear downs. Why? Because you keep doing something while you talk. Always something happening. Keep up the great work.
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!
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.
We also appreciate the good engine teardowns too! Please at least make a few of those in between the catastrophic failures
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.
Looks like it lost oil on the back 3. I would also say that the driver didn't stop all that quickly. I bet there is a blocked oil passage somewhere in the block or crank. I used to work in the Caterpillar Engine Division back when they still made truck engines. We had one come back as a warranty claim. Multiple holes in the block, all 6 rods broken, all 6 pistons broken/shattered. One was still in the cylinder, but it had been beaten square and was sideways in the cylinder with a piece of the con-rod poking through a hole in the sleeve. The head had cracks between the valve seats in every cylinder. Every injector tip was knocked out, and there was nothing left of the valve train except shrapnel. Flywheel and clutch completely exploded. All of us in engineering stood around wondering what could have possibly happened. Called the OEM and found out that the Eaton transmission that mated to the engine was in a similar state. When someone is towing a semi, they should, at the very least, put the transmission (secondary or splitter) in neutral, disconnect air shift, whatever to make sure that nothing is spinning. Often times they will pull one short shaft from each axle. This ensures that only the spider gears in the diff are turning. What you really don't want to do is tow it in granny low. The engine (3406) had a rated speed of 1800 rpm with an unpublished 30% over-speed limit. By the time the tow truck driver hit 15 mph that engine was probably spinning at about 7k and just shook itself to pieces.
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.
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.
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 really enjoyed and learned many new things. Thanks
Love your stuff Eric, thanks for the quality entertainment!
Fun to see the inside of this engine. I had one of these in a medium duty tractor for years and never had a look inside. Diesel engines are not my thing and it was a business vehicle so, no experiments allowed.
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!👍🏻
"Is this what they call a 3/4 race cam?" Really got me 😂😂
I wait all week for each episode, and I am never disappointed.
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.
Eric Great Video and it don't matter if it is Blown up or not we get to see how it tears down
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!
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
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
Your videos are the best and getting better. Thanks buddy
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.
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.
I've learned so much from watching your channel, I have a issue with my 350 vortex I rebuilt but something went wrong so I need to go back in it before I pull it and by watching your channel I learned what to look for so thanks bro keep up the good work
good stuff, thanks for all the videos
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.
Looks like a well made engine
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 !
Keep the carnage coming! I look forward to these every Saturday! Thank you Eric! Do you get a lot of k24s . I seen you take one down before.
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.
Eric, check with Wes from Watch Wes Work. He works on a lot of Ford diesel engines and just might know of or have a 6.0 powerstroke that needs opened up. Another awesome teardown, by the way!!
One of my favorite channels
That engine coming apart must have sounded like a tank going down the road at 30 mph. Loved this vid.
Well you know it Saturday Eric had an engine to tear down,
Been waiting all week for this
“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).
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!
You do a great job with these teardowns, dig the commentary as well. Can't tell ya what happened to this engine...but at the very least I'd say the cam let loose for some reason and then it was downhill from there.
What a crazy tear down! I had no idea what happened either was on the edge of my seat the whole time lol
I know it's very rare but maybe it ran away? If not, I can only imagine the madness that went on to achieve that level of carnage.
Been waiting all day to watch Happy Gilmore tear down another engine. I love these videos!!
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.)
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.