@@I_Do_Cars Great, I had a few people comment to watch your video and that is what I'm currently doing. A reacts video could be good for both channels. Great video by the way.
I have got 2 turbo diesel straight 6 BMWs, one is a 2002 (m57) the other is a 2015 (n57), the 2002 I've had for 15 years and never had issues with the power plant, the 2015 I've had for 2 years so far without issue, I've maintained a few petrol 6 cylinder BMW (2000-2004) for family and friends and the main issues they had was pcv valves and pipes cracking and blocking an on the newer ones the cooling system had some issues, apart from that they've been reliable, newer ones have had issues with injectors, timing chains, throttle bodies, swirl flaps, egr, dpf, auxiliary water pumps and ECUs, it's as if after 2005 and onwards reliability had deteriorated, I'm sticking to buying the 6 cylinder turbo diesels till they stop making them, but their other engine ranges are just getting weak.
Been subbed for about 6 months now. After sitting behind diesel engines for over 20 years its nice to see the insides of one. I want to tell you some of the things that I like about your content. 1) Your sense of humor. "Oh this part looks perfect....Yeets it across the room) 2) NO MUSIC Who needs it? music interferes with the narrative. 3) Even the sound of tools is fast forwarded, Very cool. 4) Things break, fall, splash... Included in the narrative. Bonus point for realism. 5) A variety of engines most of us would never see. Keep up the good work.
Eric I have a farm boy background which means I did really brutal labor when I was a teen. Now I'm a much older fellow (and not doing farm work 🙂 ) Take some advice...use every tool that makes sense to eliminate any possible damage to your spine. A crushed spinal disk will cause you the most horrible agony until it can be repaired surgically. Use cheater bars, buy better tools, invest in tough tools, anything to save your back, muscles and other bones and joints. I'm real glad you used the forklift to remove the cylinder head. Great video and I hope your back is recovered.
If that whole integral valve cover harness/injector thing seems familiar, that’s because the injectors are indeed HEUI units. Same as the T444E. As far as I remember the HEUI injector was a CAT design, which they sold or leased (I can’t remember) to IH/Navistar which was then put into their engines which eventually included the 7.3 Powerstroke. In fact-those injectors even have the same electronic connector as seen on the Navistar motors. The connector that goes to the brown plastic box looking thing is a solenoid with an electromagnet inside which, through its own complex system involving cups, pistons, valves, etc. provides very high injection psi. very advanced for its day. And that burnt injector with the jacked up O-ring probably has a bad injector cup. Basically the mating surface. Once that goes, it starts eating the O-rings.
~6-7 liter motors usually don't have easily replaceable sleeves due to the length of the motor. Usually requires removal, complete teardown, and a machine shop to press repair sleeves in.
According to the interwebs, the sleeves are like $30 - 40 each. Did Eric say that block had 300k? If so, that scratching may not be out of line. It will be interesting to see what the rings look like.
The top end of this thing reminds me a little of the late 90s International DT466, especially with the HEUIs and valve bridges. The issue with the darkened injector is that the copper washer around the base of the injector nozzle wasn’t sealing to the head. Common if the injector was replaced and not properly tightened down or the bore it sits in is dirty. It’ll leak compression past the copper washer and burn the o-rings on the injector. The 7.3 and DT466 use very similar injectors and had the same issue. When I first started working on diesels (coming from gas engines), I complained about how tight all the bolts were and how heavy everything was. What I realized is that I was using basically tools for cars on big trucks. Trucks, and the big diesels inside them, require different tools. If you use the right tools (including lifting tools) then its not an issue.
I was introduced to mechanics at 19 or 20 (back in the '70s) when they brought me to a shop with two disassembled Cummins inline 6 engines. One came from a belly-loading earth mover donated to the school I attended. The other was a truck engine the school bought used. These engines had three heads each (two cylinders per head). They had someone with experience come in intermittently to show me what to do. With parts from two engines, plus a handful of new parts (rings, bearings, one piston, etc.) I got it reassembled. The heads had to be torqued in steps up to 480 foot pounds. I had to use a pipe as a cheater to get the last steps done. I missed some parts in the head gaskets and had to remove and reassemble twice, meaning I went through the torquing and timing process three times. The last time, the engine was in the earth mover. I had to park a flatbed truck next to the earth mover and use the bed as a platform. When all was done, it ran, but it was tight.
Torque spec is 300ft pounds plus another 90 degrees after that. On a digital wrench it's just under 600 ft lbs of torque per bolt. Wet sleeved motor to fix the bores just pull the sleeve out pop in the replacement one along with the piston and rod.
Since you're familiar with these engines, is the cylinder scoring at 300K miles to be expected, or surprising? And if unusual, what part of the oiling system is the culprit?
When I sold my truck it had 1,128,000 miles on it & we’d never been inside it ran the overheads annually. I wouldn’t have been afraid of running it another 5-7 100K. I saw some fellows doing an in frame overhaul on a Detroit engine in the parking lot of the little America truck stop in WYOMING aU Haul trailer was their shop. It was going to be a good engine when they got finished.
HAH ! I KNEW IT ! You gave yourself out when you said it was going to be something completely out of the norm for this channel. I'm totally onboard with that, I love diesels. Honestly you could bring in a Weed Wacker for repair or disassemble and I still would watch.
I've worked on more of these than I care to count. Generally pretty reliable engines with a few common problems, usually with the injectors and high pressure oil pumps
Cool engine teardown! I know there are higher torqued items, but the highest one I've run across was on a B-52 landing gear trunnion cap bolt. We had a special torque wrench that was made of extensions of two foot or so increments that could connect up to almost twelve feet long. The wrench went 2000 lbft. I don't remember the exact torque, but it used most of that wrench
That injector with melted o-ring is cause the crush washer/seal was compromised either not tighten correctly or reused allowed compression to get past it
That was my thought too. Compression leaking past essentially overheating the fuel o rings. Well, fuel or oil I don’t know which set one is on the bottom. Probably fuel.
Love that you got your hands on something more industrial. You should try and get your hands on something a little bigger. Like a 20+ liter engine that was hooked up to a genset. Kohler would be a good place to start. Currently the biggest engine I work with is 53 liters(16 cyl. 4 turbo). Thanks for all you do to make Saturday nights awesome!
@Christopher Weise yeah, a 20-odd liter is a little bigger. Never said anything about Eric getting a v16, he doesn't have the equipment to handle anything that big
Eric.... I always hit the thumbs up button even before I watch the video because I know it's going to be enjoyable, entertaining, and informative. I always look forward to the next tear down. I'm glad I found your your channel. One of my favorites. Take care. Cheers
One of the things I like about your videos is that you do your homework and give good info about the engine. It's not all about just tearing it apart!!
Back in my auto parts sales day I visited a shop swapping a 3126. Every pushrod was bent and two inspection windows in the block. It was in a paving crew dump truck and they ran out of fuel. The Cracker Jack crew started spraying ether in the air box outside the hood trying to start it. Halfway through the second can the engine finally caught it and sucked it all in overrevving the engine.
Either cylinder 4 had a well used replacement injector or a bad injector cup, looks like combustion gasses were getting out between the injector and the cup torching the seal. I'm going to guess that the wear in the bores is from excessive idle time followed by brisk acceleration, used to see it a fair bit in bus engines rebuilt by the company I drove for. If you intend to do more teardowns of larger engines it might be worth investing in a 1" drive socket set, head bolts on bigger stuff than this can be torqued to 400+ ft'lbs.
Really cool watching this! I work as a block machinist for the rebuild center at a CAT dealership! Love your channel but this is absolutely cool for me!
I'm doing an inframe on a Cummins 8.3 6CTA. Not sure why I'm watching you teardown a CAT 3136, but I'm loving it. Surprisingly, or not, I'm learning a lot about diesel engines by watching videos of medium duty engine repairs/teardowns, regards the make of the engine. For those exhaust bolts holes down tabs, I use a pair of 12" Knipex to pretty them up. Goes a lot faster than using a hammer and screwdriver. Injectors can be tough to get out without an injector puller. I used my Knipex again, freeze off, and a ton of force with my indexing pretty bar and Knipex. I trashed mine, but was planning on replacing anyway as they were the wrong ones. I used my giant breaker bar on the head bolts as well. They are usually over 100lbs of torque plus 90⁰. I don't know about CAT, but on Cummins heads, you have to remove them in a specific order as well to keep from warping the head. My head is well over 400lbs. Used a cherry picker to pull it out. Takes 4 guys to load it up into the back of a minivan.
Thats what I was thinkin... But... great choice of engines! After forty years of truckin, I can say that's one of the first ones I piloted. Really enjoyed this one. Anxiously awaiting part 2!
Nice to see an easy to work on engine. It's almost like the engineers actually talked to a mechanic or two before designing the thing. When I was working on airplanes (light planes) the worst thing I could call someone was a Cessna Engineer because of the way they shoehorned almost everything to be impossible to work on in the engine compartment and landing gear area of a retract. Especially the push pull Cessna.
Engineers have to design everything within a constraint. On a plane, it has to be crammed in there to satisfy the design requirement of fitting inside an airplane. The plane working as an airplane is more important than the plane being easy to maintain
I can only speak for Cessna 172's and 152's, but I have a personal joke about Piper... 1. The ones we have at my jobe were designed/built in the 60's/early 70's. 2. Their Company name is called Piper. 3. Most of their planes they build/built have Native American themed names. WHAT DO YOU THINK THE ENGINEERS WERE SMOKING?! Agreed about the Sky Disaster though. If I EVER have to see a Skymaster Control Cable again, it will be far too soon.
@@beverlychmelik5504 there are retractable gear versions of 182, 177, 172, and of course the twin engine Super Skymaster (337) which all are high Wing Cessna designs. I think his complaint was mainly aimed at the Super Skymaster.
The only thing worse would be a Hawker. I hate the 800s and 900s. Such convulated crap, and that was just the Avionics. I asked our maintenance guys how the gear was and the look they have me was murderous.
For your first time Big Diesel break down and gathering information I think you did well and I agree with you on needing a longer pipe on breaking those head bolts. Looking forward to seeing part two.
Dont ya just love the simplicity of the dweezle engine.... no plugs, no ignition wiring,no coils or other ignition acessories, no computers/ECU modules ...just rock solid mechanical pieces, loved the head bolts sized for the engine... good video, maybe the best yet !!!!
I've done some top-end work on a few of these at work, but never had the joy to tear one fully down. We've had to replace a few HEUI pumps for engines that won't start when hot. I suspect frequent oil changes would have been cheaper! Mostly we work on Detroit DD13 to DD16 engines, though.
A great adventure , and outside your comfort zone no less.. You be extra careful with that, count your fingers every time you work on it. Tank Crewmen everywhere watch with knowing smiles.
Had one of these in a GMC TopKick box truck, great engine. Slow as EFF but never fails and always makes the grade. Remarkably good MPG for the application too, 16k lbs empty box truck averaged 9.5mpg over 50k miles mixed city/hwy in a year and half.
I love a 3126, we run these in our underground loaders. Different variant, we run a different head with mechanical injectors and pump. Reliable, easy to tune, can do a near full engine rebuild without taking the engine out.
This is the same engine in the box truck I drive at work and its has like 400k miles on it and still going stong 😂 this was awesome to see a breakdown of the power plant I use everyday thanks!!!
Just wait till you get to the main cap bolts! When that engine is in a chassis, especially an rv, those fuel lines and hpop lines are a huge pita. Good engine though. Nice work so far!
Thank you. Great content. I appreciate how you try to use the correct terminology about the parts you are taking off the engines you tear down, where you can. It's good to hear the names of those parts, helps us learn. : )
Back in the 90’s there was an issue with batches of 3126 blocks. They were listed as “Soft Blocks” and had a factory service letter out that was kept secret from the public. What happened was the casting of blocks got mixed with the wrong ratio of alloys which created a softer metal than standard. They telltale issues started out with the motors blowing smoke and loss of compression. The blocks were breaking down around water jackets and cylinder walls. I had 2 of these blocks in my boat from 1996 and Cat supplied new short blocks around 250 - 300 hours of service. They have the serial numbers of bad batches somewhere on file.
Drove one of these for years in a Freightliner FL60 box truck. Thing was gutless! It was like a chainsaw in the regard that you were either idling or wide open, no in-between. That thing had 400k on it and never quit going. It hauled anything and didn't care how far.
I currently have 3 of these. All under 100k miles in F650s and a 750. They have been pretty damn good engines. They are chip trucks with large bodies so they haul very heavy payloads plus a wood chipper on the back every day. They run wide open all the time, the cat is the only part of the trucks not falling apart
Hey diesel mechanic here, the condition of the number 4 injector I suspect is due to a burnt injector cup. Take a gander in the injector bore and see if you find anything unusual, be nice to see that in the next video too.
Respect this man He stated this is his 1st "larger" heavy duty engine, but he does good work recycling parts that can be used. I did cringe when he did a tear-down on a BMW S85, but that and most of his stock is at the salvage yard and near scrap. I am rebuilding my S85's, but do not fault him too much. He had a bad engine and looks for them for entertainment. This is an educational and "fun" channel. If you want technical detail, go to the manufacturer and get a service manual. P-Chi
Good engine, worked on a lot of them. Common in GM and Freightliner medium duty trucks, seen a few in Ford/Sterlings. Larger version of the earlier 3116 with HEUI injectors. Nice to see you tear down a commercial diesel. You would probably enjoy an Isuzu 4HK1 out of an NPR/NQR.
The 3116 HEUI was only made for two years it has an engine prefix of 1WM. It was a bullet proof engine and we never saw them come into the dealership for repairs. The 3116 is a 6.9 liter engine with only two valves. The 3126 which replaced it was a 7.2 liter engine, and had three valves, two exhaust and one intake. The 3126 became the C7. Fun fact about the 3116 engine. It was designed and developed with GM and was only found in GM trucks. Caterpillar came out with the 3126 so it could sell the engine to any OEM that wanted one.
@@williambasinger5859 I like how you broke it down here. I currently run 2 C7 2006 WAX engines in my 2 freightliner box trucks, one has #3 hole getting some scuffs causing some blowby. I soaked that cylinder with ATF and acetone overnight to try to free up the rings, vacuumed up the mix, and so far it's not getting any worse after 4 months at around 400 miles a day
@@mattcat231 the WAX was my least liked C7 it had a lot of injector and heui pump failures. When either one fails you will get a lot of metal contamination in the heui oil gallery in the head that is a pain to get clean. Change the oil like religion and use only cat filters is the only recommendation I have to give you to avoid these failures.
Don't pull the heads on those by hand, use a winch A frame, engine hoist, or in your case, a forkift. Zip those headbolts out with 3/4 drive, high air pressure!!
Surprised to see one condemned over something as "minor" as fueling issues and cylinder damage. Haven't watched far enough yet to see the carnage though. These engines are very serviceable and haven't been manufactured for a while, so owners generally try to keep them alive even going as far as a deep rebuild.
I was a Cat technician for 43 years and i can tell you this engine is a very good medium range engine. Looks like the main problem with this engine was compression entering into the fuel system at #4 injector caused by an injector not torqued properly. A simple and inexpensive repair relative to engine replacement.
I always get a kick outta how big and beefy everything is in a Cat engine... Those pushrods are serious... Thanks for sharing... Keep up your awesomeness...
@@lllateralus that’s the key to it. It would be neat to see him, talking him through taking it down. It’s always good to see one two fellow TH-camrs get together, although different fields of expertise, but doing the same thing. And they do it to bring viewership together.
@@robertwest3093 yeah, I do like his videos there to the point in you may have a few F bombs hit the ground every now and then but it’s nothing but pure iron.
Cat IN the box, we had a Cay 3516 in Antarctica that was in a conex container, it was called Cat In The Box. It's now also out and installed in the gen plant.
Wow - that thing has 1/2 the weight of a small car. BTW if those are stretch head bolts, you have to keep turning to the degree specs. after the 300 lbs.!
@@williambasinger5859 Excuse me, but you are in error. I looked it up. 320 is the 2nd pass, after which the bolt is rotated an ADDITIONAL 1/4 turn! It is, indeed, a stretch bolt.
The mystery nut was sitting on top of the intake manifold while you were unbolting it. It fell into the block when you removed the manifold. But I'm sure you saw t hat during editing.
#3 injector showed signs of not being replaced and #3 Cylinder had signs of a leaking injector. My best guess without seeing the engine up close is it's probably a high mileage engine and they most likely found a replacement rather than infame it
So far I don't think I see anything that would lead me to believe this engine needed to be replaced. Granted we are not done with the tear down so we will see. I look forward to the next one.
Tighter than the Mercedes head bolts, but were the head bolts tighter than the Land Cruiser crank bolt? Glad it's mostly looking good so far. Can't wait to see Part II.
Hi, old guy here, it's truly a pleasure to work on something that was designed to be serviced. So a bit of info for the young men watching, there was a time when almost everything was designed with service/maintenance in mind. But, times change, those days are behind us now.
Back in the 70s, I worked for Cummins. I usually saw the 855 cubic inch engines. (That's about 14 liters.) The head and main cap bolts torqued to 300 foot pounds. I weigh 140. That was an adventure. 😂
Do you mind if I do a reacts video to your 3126 videos? I know a little bit about these engines.
For you?
Absolutely. I watched several of your videos before starting this endeavor.
@@I_Do_Cars Great, I had a few people comment to watch your video and that is what I'm currently doing. A reacts video could be good for both channels. Great video by the way.
@@AdeptApe well thank you and I totally agree both channels could benefit. Looking forward to seeing what you come up with.
My two favorite youtube mechanic types in one thread.
@@TwoAcresandaMule agreed! 🤩😍
Diesel engine math? "This engine has 3 valves per cylinder; 2 intake and 2 exhaust..." 😉 Great information and entertainment as always!
One of the intake valves is also an exhaust valve.
I noticed that too. 😂
One valve is a normally undecided valve !
I had to rewind a moment on that one too!!!
That third valve occasionally identifies as an intake valve and at others an exhaust valve.
"PENETRATOR" delivered over my surround sound system just made my evening 🤣🤣🤣
Straight six with a turbo. What could go wrong? We caught that BMW reference 😂
Most if not all straight 6 diesels have turbos
@@anthonybeal4220 Most, if not all of the cars in Eric's personal garage are straight six, turbo BMWs.
@@Mishn0 only two and both are the same car.
I prefer my BMW’s naturally aspirated typically.
I have got 2 turbo diesel straight 6 BMWs, one is a 2002 (m57) the other is a 2015 (n57), the 2002 I've had for 15 years and never had issues with the power plant, the 2015 I've had for 2 years so far without issue, I've maintained a few petrol 6 cylinder BMW (2000-2004) for family and friends and the main issues they had was pcv valves and pipes cracking and blocking an on the newer ones the cooling system had some issues, apart from that they've been reliable, newer ones have had issues with injectors, timing chains, throttle bodies, swirl flaps, egr, dpf, auxiliary water pumps and ECUs, it's as if after 2005 and onwards reliability had deteriorated, I'm sticking to buying the 6 cylinder turbo diesels till they stop making them, but their other engine ranges are just getting weak.
Bahahahaaa.
What could go wrong?
Twin turbos.
Been subbed for about 6 months now. After sitting behind diesel engines for over 20 years its nice to see the insides of one. I want to tell you some of the things that I like about your content. 1) Your sense of humor. "Oh this part looks perfect....Yeets it across the room) 2) NO MUSIC Who needs it? music interferes with the narrative. 3) Even the sound of tools is fast forwarded, Very cool. 4) Things break, fall, splash... Included in the narrative. Bonus point for realism. 5) A variety of engines most of us would never see. Keep up the good work.
Eric I have a farm boy background which means I did really brutal labor when I was a teen. Now I'm a much older fellow (and not doing farm work 🙂 ) Take some advice...use every tool that makes sense to eliminate any possible damage to your spine. A crushed spinal disk will cause you the most horrible agony until it can be repaired surgically. Use cheater bars, buy better tools, invest in tough tools, anything to save your back, muscles and other bones and joints. I'm real glad you used the forklift to remove the cylinder head. Great video and I hope your back is recovered.
If that whole integral valve cover harness/injector thing seems familiar, that’s because the injectors are indeed HEUI units. Same as the T444E. As far as I remember the HEUI injector was a CAT design, which they sold or leased (I can’t remember) to IH/Navistar which was then put into their engines which eventually included the 7.3 Powerstroke. In fact-those injectors even have the same electronic connector as seen on the Navistar motors. The connector that goes to the brown plastic box looking thing is a solenoid with an electromagnet inside which, through its own complex system involving cups, pistons, valves, etc. provides very high injection psi. very advanced for its day. And that burnt injector with the jacked up O-ring probably has a bad injector cup. Basically the mating surface. Once that goes, it starts eating the O-rings.
Cat made the injectors and sold them to Navistar.
Cold beer and engine tear down equals relaxing Saturday night
The liners of the cylinders are made to change out rather easy on diesel engines. That is part of a rebuild. The scratches are not really a big deal!
~6-7 liter motors usually don't have easily replaceable sleeves due to the length of the motor. Usually requires removal, complete teardown, and a machine shop to press repair sleeves in.
The 3126 and 3208 don't have replaceable liners, pretty much every other Cat engine does but they cheaped out on these.
According to the interwebs, the sleeves are like $30 - 40 each. Did Eric say that block had 300k? If so, that scratching may not be out of line. It will be interesting to see what the rings look like.
This engine does not have liners, but it can be bored out in order to install a dry sleeve
This is a parent bore engine, no wet sleeves in these they need to be bored out
The top end of this thing reminds me a little of the late 90s International DT466, especially with the HEUIs and valve bridges.
The issue with the darkened injector is that the copper washer around the base of the injector nozzle wasn’t sealing to the head. Common if the injector was replaced and not properly tightened down or the bore it sits in is dirty. It’ll leak compression past the copper washer and burn the o-rings on the injector. The 7.3 and DT466 use very similar injectors and had the same issue.
When I first started working on diesels (coming from gas engines), I complained about how tight all the bolts were and how heavy everything was. What I realized is that I was using basically tools for cars on big trucks. Trucks, and the big diesels inside them, require different tools. If you use the right tools (including lifting tools) then its not an issue.
The international HUEI system was designed and engineered by caterpillar
I was introduced to mechanics at 19 or 20 (back in the '70s) when they brought me to a shop with two disassembled Cummins inline 6 engines. One came from a belly-loading earth mover donated to the school I attended. The other was a truck engine the school bought used. These engines had three heads each (two cylinders per head). They had someone with experience come in intermittently to show me what to do. With parts from two engines, plus a handful of new parts (rings, bearings, one piston, etc.) I got it reassembled. The heads had to be torqued in steps up to 480 foot pounds. I had to use a pipe as a cheater to get the last steps done. I missed some parts in the head gaskets and had to remove and reassemble twice, meaning I went through the torquing and timing process three times. The last time, the engine was in the earth mover. I had to park a flatbed truck next to the earth mover and use the bed as a platform. When all was done, it ran, but it was tight.
Eric, for a man that knew practically nothing about this engine, you sure looked like a veteran to me. Well done buddy. Can’t wait for part two!
Watching this get a tear down was a good bit of nostalgia for me, and I was impressed he did it about right.
Once he got it apart, it really does look like a pretty simple engine
This channel taught me engines, English word association and idioms, quick math's and safety! Thank you Eric!
Turning those headbolts was like the rowing scene from Ben-Hur.
Dahaha, the only thing missing was the guy in the front beating the drum.
@@damanifesto I watch Ben-Hur every Easter Sunday, so was on my mind to begin with.
@@reubensandwich9249 Great movie.
Torque spec is 300ft pounds plus another 90 degrees after that. On a digital wrench it's just under 600 ft lbs of torque per bolt. Wet sleeved motor to fix the bores just pull the sleeve out pop in the replacement one along with the piston and rod.
Since you're familiar with these engines, is the cylinder scoring at 300K miles to be expected, or surprising? And if unusual, what part of the oiling system is the culprit?
Unless I’m mistaken 3126 I don’t believe was a sleeve motor?
Jesus xd How do you torque the head to spec by yourself? I guess you pretty much need some help xD
@@JeffinTD you are correct, would need bored over
@@FloodExterminator you use a 3/4 inch torque wrench to tighten the head bolts and I always did it solo
When I sold my truck it had 1,128,000 miles on it & we’d never been inside it ran the overheads annually. I wouldn’t have been afraid of running it another 5-7 100K.
I saw some fellows doing an in frame overhaul on a Detroit engine in the parking lot of the little America truck stop in WYOMING aU Haul trailer was their shop. It was going to be a good engine when they got finished.
“I thought it would be tighter”
Famous last words.
Hilarious 😂
Thats what "He" said!
Not tight, FULL!
Are we still talking about the motor?
HAH ! I KNEW IT ! You gave yourself out when you said it was going to be something completely out of the norm for this channel.
I'm totally onboard with that, I love diesels. Honestly you could bring in a Weed Wacker for repair or disassemble and I still would watch.
I love to watch Josh over at AdeptApe, a Cat mechanic out west. I was so glad when you lifted the head with a forklift!
I've worked on more of these than I care to count. Generally pretty reliable engines with a few common problems, usually with the injectors and high pressure oil pumps
Thermostats, cam sensors, and oil coolers.
Always wondered about these engines in LMTVs. Have a great weekend Eric.
Cool engine teardown! I know there are higher torqued items, but the highest one I've run across was on a B-52 landing gear trunnion cap bolt. We had a special torque wrench that was made of extensions of two foot or so increments that could connect up to almost twelve feet long. The wrench went 2000 lbft. I don't remember the exact torque, but it used most of that wrench
2000 ft lbs would require a torque multiplier . The flywheel bolts on a 3516 cat engine takes 1600 ft lbs
That injector with melted o-ring is cause the crush washer/seal was compromised either not tighten correctly or reused allowed compression to get past it
That was my thought too. Compression leaking past essentially overheating the fuel o rings. Well, fuel or oil I don’t know which set one is on the bottom. Probably fuel.
Love that you got your hands on something more industrial. You should try and get your hands on something a little bigger. Like a 20+ liter engine that was hooked up to a genset. Kohler would be a good place to start. Currently the biggest engine I work with is 53 liters(16 cyl. 4 turbo). Thanks for all you do to make Saturday nights awesome!
"A little bigger"????
You could damn near stand in the cylinder of a V16 locomotive engine.
@Christopher Weise yeah, a 20-odd liter is a little bigger. Never said anything about Eric getting a v16, he doesn't have the equipment to handle anything that big
@@christopherweise438those are a lot of fun to work on
@@huesos5976 I can hear Eric making a joke about his "equipment".
@@huesos5976 - I know. It's all good. He doesn't have a 19,000 pound engine stand. 😉
Eric.... I always hit the thumbs up button even before I watch the video because I know it's going to be enjoyable, entertaining, and informative. I always look forward to the next tear down.
I'm glad I found your your channel. One of my favorites. Take care. Cheers
Dido
@@anthonybertone2336 "Ditto" or "Dildo"?
One of the things I like about your videos is that you do your homework and give good info about the engine. It's not all about just tearing it apart!!
Thnx Eric! be careful with your back.
I my self have made 3 big back surgeries with titanium plates and rods with screws.
3:58 2 intake and 2 exh valves equals 3 valves 😂
That got me too.
There are three types of people: Those who can count, and those who can’t.
One intake valve 2 exhaust valves
It's that NEW math.
Back in my auto parts sales day I visited a shop swapping a 3126. Every pushrod was bent and two inspection windows in the block.
It was in a paving crew dump truck and they ran out of fuel. The Cracker Jack crew started spraying ether in the air box outside the hood trying to start it. Halfway through the second can the engine finally caught it and sucked it all in overrevving the engine.
Either cylinder 4 had a well used replacement injector or a bad injector cup, looks like combustion gasses were getting out between the injector and the cup torching the seal. I'm going to guess that the wear in the bores is from excessive idle time followed by brisk acceleration, used to see it a fair bit in bus engines rebuilt by the company I drove for.
If you intend to do more teardowns of larger engines it might be worth investing in a 1" drive socket set, head bolts on bigger stuff than this can be torqued to 400+ ft'lbs.
lots of idle + WOT acceleration, sounds exactly like bus service, with a 7.2L my guess would be school bus, IIRC transit buses typically use the C9
Eric out here blessing us on a Saturday night, pour yourself a whiskey brother you've earned it.
2 intake and 2 exhaust do not make 3 valves/cyl
Treed me-I was about to comment the same thing
Eric went from kindergarten to working on engines. So, there were no math classes. 😅😂😅😂😅
Common core math
2+2=5 ????
@@txstang84 me too!
Eric, you are the Doctor Quincy of engines. Love your stuff!
Really cool watching this! I work as a block machinist for the rebuild center at a CAT dealership! Love your channel but this is absolutely cool for me!
I'm doing an inframe on a Cummins 8.3 6CTA. Not sure why I'm watching you teardown a CAT 3136, but I'm loving it. Surprisingly, or not, I'm learning a lot about diesel engines by watching videos of medium duty engine repairs/teardowns, regards the make of the engine.
For those exhaust bolts holes down tabs, I use a pair of 12" Knipex to pretty them up. Goes a lot faster than using a hammer and screwdriver.
Injectors can be tough to get out without an injector puller. I used my Knipex again, freeze off, and a ton of force with my indexing pretty bar and Knipex. I trashed mine, but was planning on replacing anyway as they were the wrong ones.
I used my giant breaker bar on the head bolts as well. They are usually over 100lbs of torque plus 90⁰. I don't know about CAT, but on Cummins heads, you have to remove them in a specific order as well to keep from warping the head. My head is well over 400lbs. Used a cherry picker to pull it out. Takes 4 guys to load it up into the back of a minivan.
Thats what I was thinkin...
But... great choice of engines! After forty years of truckin, I can say that's one of the first ones I piloted. Really enjoyed this one. Anxiously awaiting part 2!
Really like the sound of head bolts squeaking @20:20.
Nice to see an easy to work on engine. It's almost like the engineers actually talked to a mechanic or two before designing the thing. When I was working on airplanes (light planes) the worst thing I could call someone was a Cessna Engineer because of the way they shoehorned almost everything to be impossible to work on in the engine compartment and landing gear area of a retract. Especially the push pull Cessna.
Engineers have to design everything within a constraint. On a plane, it has to be crammed in there to satisfy the design requirement of fitting inside an airplane. The plane working as an airplane is more important than the plane being easy to maintain
I can only speak for Cessna 172's and 152's, but I have a personal joke about Piper...
1. The ones we have at my jobe were designed/built in the 60's/early 70's.
2. Their Company name is called Piper.
3. Most of their planes they build/built have Native American themed names.
WHAT DO YOU THINK THE ENGINEERS WERE SMOKING?!
Agreed about the Sky Disaster though. If I EVER have to see a Skymaster Control Cable again, it will be far too soon.
Damn near impssible to pull the retract actuator on a high wing Cessna.
@@beverlychmelik5504 there are retractable gear versions of 182, 177, 172, and of course the twin engine Super Skymaster (337) which all are high Wing Cessna designs.
I think his complaint was mainly aimed at the Super Skymaster.
The only thing worse would be a Hawker. I hate the 800s and 900s. Such convulated crap, and that was just the Avionics. I asked our maintenance guys how the gear was and the look they have me was murderous.
For your first time Big Diesel break down and gathering information I think you did well and I agree with you on needing a longer pipe on breaking those head bolts. Looking forward to seeing part two.
Dont ya just love the simplicity of the dweezle engine.... no plugs, no ignition wiring,no coils or other ignition acessories, no computers/ECU modules ...just rock solid mechanical pieces, loved the head bolts sized for the engine... good video, maybe the best yet !!!!
Used to use those engines on Ultra high pressure pumps. Good Times.
CLEAN two tone GMT800 I knew you were a man of taste!
I love these bigger engines. The steel used is so massive and robust.
I've done some top-end work on a few of these at work, but never had the joy to tear one fully down. We've had to replace a few HEUI pumps for engines that won't start when hot. I suspect frequent oil changes would have been cheaper! Mostly we work on Detroit DD13 to DD16 engines, though.
A great adventure , and outside your comfort zone no less.. You be extra careful with that, count your fingers every time you work on it. Tank Crewmen everywhere watch with knowing smiles.
It’s always a good day when “ I do cars “ post a vid 😌👌🏽💯
Probably my favorite video! Super cool. After all the complex messes you’ve done, this one is awesome.
Appears to be a well designed engine, thanks for the teardown. 👍
alright now that you've gotten into the Cat family when can we expect a 3406 or C15?
Thinking the same thing
For those, check out Adept Ape, those are his specialty.
That list could out last my life
Hell yeah...3406
C15 would be amazing to see.
The "penetrator" voice coming out of nowhere almost had me waking up the family
Then the attempted running start at the head bolt 😂😂
It's been really fascinating watching all the different engines you've had lately. Lots of variety.
Had one of these in a GMC TopKick box truck, great engine. Slow as EFF but never fails and always makes the grade. Remarkably good MPG for the application too, 16k lbs empty box truck averaged 9.5mpg over 50k miles mixed city/hwy in a year and half.
14 pounds plus of head bolts. now that is good. comes apart easy good deal. Thanks for the cat demo.
I love a 3126, we run these in our underground loaders. Different variant, we run a different head with mechanical injectors and pump. Reliable, easy to tune, can do a near full engine rebuild without taking the engine out.
Im so excited... I have a gmc 7500 with a 3126 and absolutely love it
This is the same engine in the box truck I drive at work and its has like 400k miles on it and still going stong 😂 this was awesome to see a breakdown of the power plant I use everyday thanks!!!
Just wait till you get to the main cap bolts! When that engine is in a chassis, especially an rv, those fuel lines and hpop lines are a huge pita. Good engine though. Nice work so far!
That is why you have the 1in drive sockets, and the 9 foot cheater rod as well.
Absolutely love the content man, so awesome. One thing I'd love to see if ever possible, would be an Audi/VW w8 engine
It never fails to amaze how good you are at getting electrical connectors apart without breaking them. I can't get two in a row without breaking one.
Thank you. Great content. I appreciate how you try to use the correct terminology about the parts you are taking off the engines you tear down, where you can. It's good to hear the names of those parts, helps us learn. : )
Back in the 90’s there was an issue with batches of 3126 blocks. They were listed as “Soft Blocks” and had a factory service letter out that was kept secret from the public. What happened was the casting of blocks got mixed with the wrong ratio of alloys which created a softer metal than standard. They telltale issues started out with the motors blowing smoke and loss of compression. The blocks were breaking down around water jackets and cylinder walls. I had 2 of these blocks in my boat from 1996 and Cat supplied new short blocks around 250 - 300 hours of service. They have the serial numbers of bad batches somewhere on file.
I wonder if you could use those pushrods for your pulley puller
Way way way too big lol
@@I_Do_Cars That's what she said.... Man, I couldn't resist it.
@@I_Do_Cars Maybe a job for the angle grinder ;)
@@ikocheratcr I winced in pain reading this....
@@I_Do_Cars that's not what she said
Drove one of these for years in a Freightliner FL60 box truck. Thing was gutless! It was like a chainsaw in the regard that you were either idling or wide open, no in-between.
That thing had 400k on it and never quit going. It hauled anything and didn't care how far.
Nice, clean floor! Let's see how long it stays that way.
I currently have 3 of these. All under 100k miles in F650s and a 750. They have been pretty damn good engines. They are chip trucks with large bodies so they haul very heavy payloads plus a wood chipper on the back every day. They run wide open all the time, the cat is the only part of the trucks not falling apart
Hey diesel mechanic here, the condition of the number 4 injector I suspect is due to a burnt injector cup. Take a gander in the injector bore and see if you find anything unusual, be nice to see that in the next video too.
Respect this man
He stated this is his 1st "larger" heavy duty engine, but he does good work recycling parts that can be used.
I did cringe when he did a tear-down on a BMW S85, but that and most of his stock is at the salvage yard and near scrap. I am rebuilding my S85's, but do not fault him too much. He had a bad engine and looks for them for entertainment.
This is an educational and "fun" channel. If you want technical detail, go to the manufacturer and get a service manual.
P-Chi
Good engine, worked on a lot of them. Common in GM and Freightliner medium duty trucks, seen a few in Ford/Sterlings. Larger version of the earlier 3116 with HEUI injectors. Nice to see you tear down a commercial diesel. You would probably enjoy an Isuzu 4HK1 out of an NPR/NQR.
The 3116 HEUI was only made for two years it has an engine prefix of 1WM. It was a bullet proof engine and we never saw them come into the dealership for repairs. The 3116 is a 6.9 liter engine with only two valves. The 3126 which replaced it was a 7.2 liter engine, and had three valves, two exhaust and one intake. The 3126 became the C7.
Fun fact about the 3116 engine. It was designed and developed with GM and was only found in GM trucks. Caterpillar came out with the 3126 so it could sell the engine to any OEM that wanted one.
@@williambasinger5859 I like how you broke it down here. I currently run 2 C7 2006 WAX engines in my 2 freightliner box trucks, one has #3 hole getting some scuffs causing some blowby. I soaked that cylinder with ATF and acetone overnight to try to free up the rings, vacuumed up the mix, and so far it's not getting any worse after 4 months at around 400 miles a day
@@mattcat231 the WAX was my least liked C7 it had a lot of injector and heui pump failures. When either one fails you will get a lot of metal contamination in the heui oil gallery in the head that is a pain to get clean. Change the oil like religion and use only cat filters is the only recommendation I have to give you to avoid these failures.
Don't pull the heads on those by hand, use a winch A frame, engine hoist, or in your case, a forkift. Zip those headbolts out with 3/4 drive, high air pressure!!
wait, I thought you always take the spark plugs out first!
Always plugs first! Lol
I saw the title and I’ve never been more excited for a tear down before
Gotta admit you get me everytime with that penetrator voice. Outstanding
Can't wait to see him tackle the main cap bolts... Great job btw, Mack 13 liter has 38 of those monsters holding the head down
Wow! This really is out of the box, enjoying it already thank you Eric
I'm kind of hoping we'll see an EMD 1010 on the show in the future, 16 cylinder variety. ;-) Looking forward to Part 2.
Or a Napier Deltic. Not as big, but still interesting design.
Surprised to see one condemned over something as "minor" as fueling issues and cylinder damage. Haven't watched far enough yet to see the carnage though.
These engines are very serviceable and haven't been manufactured for a while, so owners generally try to keep them alive even going as far as a deep rebuild.
I was a Cat technician for 43 years and i can tell you this engine is a very good medium range engine. Looks like the main problem with this engine was compression entering into the fuel system at #4 injector caused by an injector not torqued properly. A simple and inexpensive repair relative to engine replacement.
Such great content. Can’t wait for part 2!
I always get a kick outta how big and beefy everything is in a Cat engine... Those pushrods are serious... Thanks for sharing... Keep up your awesomeness...
Definitely would like to see you and KT3406e collaborate on one of these diesels.
Love that dude! Low key but funny and entertaining all at the same time!😊
Why? Two completely different types of people who do completely different things.
@@lllateralus that’s the key to it. It would be neat to see him, talking him through taking it down. It’s always good to see one two fellow TH-camrs get together, although different fields of expertise, but doing the same thing.
And they do it to bring viewership together.
@@robertwest3093 yeah, I do like his videos there to the point in you may have a few F bombs hit the ground every now and then but it’s nothing but pure iron.
Looks like a major cleanup in the shop, looks good
28:50 The turbo off that thing makes a killer backyard jet engine. Just sayin'.
Cat IN the box, we had a Cay 3516 in Antarctica that was in a conex container, it was called Cat In The Box. It's now also out and installed in the gen plant.
Oh yeah. My weekend begins NOW 🤩🙌🏻🥰
As a CAT heavy equipment mechanic, this was a fun video to watch, and I've watched nearly every video you've made.
If those were the head bolts for the C7, I can only imagine how burly the ones on a C15 or even larger motor are.
As a diesel mechanic, it was funny watching you skip a cheater pipe.
Boy your shop looks extra clean. 👍😎
Wow - that thing has 1/2 the weight of a small car. BTW if those are stretch head bolts, you have to keep turning to the degree specs. after the 300 lbs.!
And I just betcha you WILL need a longer torque wrench.
They are not torque turn bolts they torque to 320 ft lbs
@@williambasinger5859 Excuse me, but you are in error. I looked it up. 320 is the 2nd pass, after which the bolt is rotated an ADDITIONAL 1/4 turn! It is, indeed, a stretch bolt.
@@XY_Dude yes 320 plus 90degrees I miss spoke
When I was in the Canadian army, we have those in LAV 3 ‘s. They can make 400hp!
The mystery nut was sitting on top of the intake manifold while you were unbolting it. It fell into the block when you removed the manifold. But I'm sure you saw t hat during editing.
Really nice engine - Great teardown !
#3 injector showed signs of not being replaced and #3 Cylinder had signs of a leaking injector. My best guess without seeing the engine up close is it's probably a high mileage engine and they most likely found a replacement rather than infame it
Rainman Ray is going to love this one, this is the engine in his new wrecker.
one thing ive noticed about most straight six desiels is that valve covers almost never leak??
So far I don't think I see anything that would lead me to believe this engine needed to be replaced. Granted we are not done with the tear down so we will see. I look forward to the next one.
Tighter than the Mercedes head bolts, but were the head bolts tighter than the Land Cruiser crank bolt?
Glad it's mostly looking good so far. Can't wait to see Part II.
Hi, old guy here, it's truly a pleasure to work on something that was designed to be serviced.
So a bit of info for the young men watching, there was a time when almost everything was designed with service/maintenance in mind.
But, times change, those days are behind us now.
Eric, is that an 84 Mazda RX7 up in the rafters I see? I already noticed the 86 or so Mazda extended cab pickup in a previous video.
I do the same thing with VGG vids.
"hey....what's that hiding in the back? Looks like a future video."
@@christopherweise438 It looks like Eric likes older Mazdas on top of his like for older BMWs.
Back in the 70s, I worked for Cummins.
I usually saw the 855 cubic inch engines.
(That's about 14 liters.)
The head and main cap bolts torqued to 300 foot pounds.
I weigh 140.
That was an adventure. 😂