Truckers, lets see your rigs!

[jfaulkner]

Originally Posted by bracker8040

Surely not a recap.

No, lift axle tire original to the trailer from 2011. Had a hard life. Had a valve stick a time or two and dump the ride bags without shutting the brakes off and fill lift bags. Was mostly round except for the flat spots.

And people ask why I have lift kits on every trailer axle, that’s why.

[bracker8040]

Originally Posted by jfaulkner

No, lift axle tire original to the trailer from 2011. Had a hard life. Had a valve stick a time or two and dump the ride bags without shutting the brakes off and fill lift bags. Was mostly round except for the flat spots.

And people ask why I have lift kits on every trailer axle, that’s why.

10-4. I was thinking if it were a recap it would have come completely apart.
Even with that cheap freight you haul I didn’t expect you to run recaps.
Sure is nice to be able to lift it a roll on!

[Leiffi]

Originally Posted by jfaulkner

I would assume it would stop almost all the issues. It becomes deckplated with that setup so like the super stock pickups the Cyl explosion is happening in the 1” plate and not being contained in the block. The longer rods keep the side load off the liner. All the pressure is up and down and obviously it’s splitting where the head bolts stop. They’re not blowing out the side of the blocks. I haven’t heard of much Cyclone Machine has come up with that didn’t work.


But according to the European mouth breather they’re only making about 800hp and a stock D12 Volvo can do that with TDI turbo.

Longer rods make more peak cylinder pressure, turbocharged engines should never use long rods.

Just use Volvo block and never have problems again, Cats are just crap.

In the pictures C18 after one season. Not a single pull without some kind of mechanical failure, head gaskets mostly, finally block gave up. Now they forget Cat, next season propably Fiat V8.

[Leiffi]

Originally Posted by jfaulkner

I would assume it would stop almost all the issues. It becomes deckplated with that setup so like the super stock pickups the Cyl explosion is happening in the 1” plate and not being contained in the block. The longer rods keep the side load off the liner. All the pressure is up and down and obviously it’s splitting where the head bolts stop. They’re not blowing out the side of the blocks. I haven’t heard of much Cyclone Machine has come up with that didn’t work.


But according to the European mouth breather they’re only making about 800hp and a stock D12 Volvo can do that with TDI turbo.

Originally Posted by RockinRam96

I guess I didnt think of it becoming a deck plate engine with longer rods. Makes sense.

But I was thinking the issue was the amount of manifold pressure these motors were making that caused the failures. As you mentioned the breakage seems to be at the bottom of the head bolts in the cam bore where the block is the thinnest. This failure doesn't seem to happen to any of the single turbo motors, just the three charger motors.

No triples in Quebec a couple of years ago, it was not even B model but C15 or 18, whatever.

[jfaulkner]

Originally Posted by Leiffi

Longer rods make more peak cylinder pressure, turbocharged engines should never use long rods.



Just use Volvo block and never have problems again, Cats are just crap.



In the pictures C18 after one season. Not a single pull without some kind of mechanical failure, head gaskets mostly, finally block gave up. Now they forget Cat, next season propably Fiat V8.

And the king idiot has spoken. Longer rods don’t side load the liner like short rods, the reason they make longer rods is because they deckplate the top of the block. The Cummins B blocks were breaking when boost was raised and timing was advanced to gain HP. LONGER rods and deck plates stopped this issue. However they allow aftermarket solid blocks in those classes now so longer rods aren’t needed.

When we see a Volvo making 3k+ HP at 5k rpm with 140psi of boost then maybe someone will believe your stronger block bull****. Hell we would be impressed if you yourself actually built something that made more than a bone stock 3406 with a stage 1 tune. You brag about your vast knowledge and have never built anything yourself. Someone else flashes your ecm and someone else builds your injectors. I made twice your Hp with stock cat parts including injectors.

I’ll ask again since you didn’t answer last time. Which Euro powered truck won ANY of the Canadian drag races? I told my buddy that went to that race with a competitor that you didn’t come because you said they wouldn’t allow a D16. They both laughed because NO ONE that raced that weekend would give two chits if you brought that POS. No one with any REAL experience with REAL hp is threatened by your euro crap. We’ve seen the best you have to offer and it’s usually at the auction yards selling for scrap price.

Besides d-bags what is Finland’s primary export?

[jfaulkner]

Originally Posted by Leiffi

No triples in Quebec a couple of years ago, it was not even B model but C15 or 18, whatever.

No engine failures other than a head gasket and a few turbos and almost all the trucks were Cat. So they’re making more HP and having less failures other than driveline. Seems your information is a bit out dated.

[SmokinCAT]

Originally Posted by Leiffi

Longer rods make more peak cylinder pressure, turbocharged engines should never use long rods.

Just use Volvo block and never have problems again, Cats are just crap.

In the pictures C18 after one season. Not a single pull without some kind of mechanical failure, head gaskets mostly, finally block gave up. Now they forget Cat, next season propably Fiat V8.

You contradicted yourself in one single post, long rods aren't needed then you post a picture of an engine with one of the crappiest rod to stroke ratios available, maybe only rivaled by the ISX which also slings rods.

The longer rod with the shorter stroke of the C15 acert works, otherwise you would see electronic engines splitting in the same spot, but they wont because they dont have the cam bore to be a weakness.

[SmokinCAT]

Originally Posted by Leiffi

Longer rods make more peak cylinder pressure, turbocharged engines should never use long rods.

Just use Volvo block and never have problems again, Cats are just crap.

In the pictures C18 after one season. Not a single pull without some kind of mechanical failure, head gaskets mostly, finally block gave up. Now they forget Cat, next season propably Fiat V8.

**** tuning can be contributed to most C18 rod failures in a performance application.

[Rig Wrench]

Originally Posted by SmokinCAT

**** tuning can be contributed to most C18 rod failures in a performance application.

Must be why falkner is buildin and swappin in a c17

[jfaulkner]

Originally Posted by Rig Wrench

Must be why falkner is buildin and swappin in a c17

You mean D16 Volvo? It only makes sense really, I mean from the US sled pulls to the Canadian truck drags the Volvo is just simply dominating. You can't sling a dead cat without hitting one going down the highway.

Saw this last week. One of Leiffi’s family members had a bad day.


You would have thought with all that Volvo HP it would have thrown those paper rolls out of the back doors but....

[KTAPETERBILT]

I have to say that the Pete called Class Act from shreve, Ohio is probably the best one out there- Cat powered.I have yet to see a Volvo or any of that other " stuff".KT's or Cats , some V8 Macks in OSTPA &NTPA pulls.

[jfaulkner]

Originally Posted by KTAPETERBILT

I have to say that the Pete called Class Act from shreve, Ohio is probably the best one out there- Cat powered.I have yet to see a Volvo or any of that other " stuff".KT's or Cats , some V8 Macks in OSTPA &NTPA pulls.

Watched an electric cat wax the mechanicals at the Enderle pull. Didn’t think I would see the day that happened.

[malibu795]

Originally Posted by jfaulkner

You mean D16 Volvo? It only makes sense really, I mean from the US sled pulls to the Canadian truck drags the Volvo is just simply dominating. You can't sling a dead cat without hitting one going down the highway.

Saw this last week. One of Leiffi’s family members had a bad day.


You would have thought with all that Volvo HP it would have thrown those paper rolls out of the back doors but....

looks like the brakes work very well

[Leiffi]

Originally Posted by SmokinCAT

You contradicted yourself in one single post, long rods aren't needed then you post a picture of an engine with one of the crappiest rod to stroke ratios available, maybe only rivaled by the ISX which also slings rods.

The longer rod with the shorter stroke of the C15 acert works, otherwise you would see electronic engines splitting in the same spot, but they wont because they dont have the cam bore to be a weakness.

I posted a picture of a Cat, the crappiest engine.

C15 or whatever it was split the block and threw cab away a couple of years ago during practice sessions of one of Quebec races maybe 3 years ago.

Reason because there is no Volvos is that they just dont know better. Volvo is better than Cat in every part, stronger block, stronger conrods, better headgasket, better heads.

855 Cummins has very long rods, that is the reason they are crap compared to L10 and M11, piston is moving too slow at TDC making very high peak cylinder pressure.

[Leiffi]

Originally Posted by jfaulkner

No engine failures other than a head gasket and a few turbos and almost all the trucks were Cat. So they’re making more HP and having less failures other than driveline. Seems your information is a bit out dated.

Yes, they started to run quite well a couple of years ago in A-class after they threw almost all stock Cat parts away and converted to Bosch modular commonrail and aftermarket ECM.

[jfaulkner]

Originally Posted by Leiffi

Yes, they started to run quite well a couple of years ago in A-class after they threw almost all stock Cat parts away and converted to Bosch modular commonrail and aftermarket ECM.

Lmao, cat blocks, crank, pistons, cam, head, valve train, gear train and most have stock Cat ecm. They have started using the custom rods so they can run C18 pistons with C15 cranks. That’s the C17 that Rig Wrench was talking about. The long CRANK stroke is what increases dwell time at TDC. That is why the C18 doesn’t like 3000+ RPM that IT WAS NEVER INTENDED TO RUN. I know this because that’s how I got my C18 crank. So I guess if you consider swapping rods “threw almost all stock Cat parts away” a major swap then you are correct. What your too stupid to understand is almost all of the pullers have ditched the stock fuel system. Not because it’s bad but it limits flow when your going for 3-4 times the designed HP.

Keep in mind you said before you had custom injectors for your truck. I guess that could be considered junking all the Volvo parts? And you still only make the same power as a stock cat with a tune.

Now the ones that are junk are the DT466, guys think they’re amazing engines because the pro stock tractors run them. What they don’t realize is NONE of the parts are IH. Hypermax block, custom crank, pistons head is solid. There are no IH parts on them.

[jfaulkner]

Originally Posted by Leiffi

Reason because there is no Volvos is that they just dont know better. Volvo is better than Cat in every part, stronger block, stronger conrods, better headgasket, better heads.

So let me get this straight. You think guys here will spend hundreds of thousands of dollars building these trucks trying to beat their competition by fractions of an inch, and have just never heard of Volvo? They have a 19L engine size limit and no more than 2 stages of air, unlimited water water injection and are up to 19mm injection pumps but didn’t know these amazing green engines exist?

[SmokinCAT]

Originally Posted by jfaulkner

Lmao, cat blocks, crank, pistons, cam, head, valve train, gear train and most have stock Cat ecm. They have started using the custom rods so they can run C18 pistons with C15 cranks. That’s the C17 that Rig Wrench was talking about. The long CRANK stroke is what increases dwell time at TDC. That is why the C18 doesn’t like 3000+ RPM that IT WAS NEVER INTENDED TO RUN. I know this because that’s how I got my C18 crank. So I guess if you consider swapping rods “threw almost all stock Cat parts away” a major swap then you are correct. What your too stupid to understand is almost all of the pullers have ditched the stock fuel system. Not because it’s bad but it limits flow when your going for 3-4 times the designed HP.

Keep in mind you said before you had custom injectors for your truck. I guess that could be considered junking all the Volvo parts? And you still only make the same power as a stock cat with a tune.

Now the ones that are junk are the DT466, guys think they’re amazing engines because the pro stock tractors run them. What they don’t realize is NONE of the parts are IH. Hypermax block, custom crank, pistons head is solid. There are no IH parts on them.

You forget that Hypermax block actually has an IH part number.

[malibu795]

~15M tax subsidy, 300/500 Mile range Tesla semi... ~160k/180k... Still no stated cost on charging infrastructure and "energy storage" infrastructure..
If one needs tax subsidy it's not economically viable

15 Tesla Semi electric trucks to replace diesel trucks at Pepsi facility - Electrek

[JWhite]

An in town delivery setup might be a viable option for electric or a hybrid, I can see why they're doing it (for the tax break actually). Battery technology won't be advancing near as much as people think it will, the more eco friendly option is CNG.