RockinRam96
Active member
Obviously things can change but the V8s I've known guys to have and work every day weren't to reliable in my opinion. A Cat and a Mack
Sent from my iPhone using Tapatalk
Sent from my iPhone using Tapatalk
And what is done about the later heads being taller, a standard body mechanical injector will not match up with the ports in the head for fuel.
Early celect may have similar heads to a big cam so what is gained being they use the same port design as the big cams, just slightly different manifold and air to air cooling.
Jussi? Why hasn't he done much with the 12v71 truck he bought.
They advance timing to rpm, load and emissions. Timing maps look very strange, it's easy to see at what point nox emissions are measured when timing is retarded a lot, sometives goes to negative. We just found out that Euro3 Scania V8 engines camshaft is so retarded that maximum advance you can get is about 15 degrees, Euro4 and 5 use DEF, their cam is much more advanced, you can get about 25-27 degrees advance, those can be programmed to burn clean at very high power levels, stock injectors and 74mm Garrett gets over 900 hp reliable.This may be a stupid question but do the fully electronic engines advance timing with RPM? Something similar to the mechanical cats with their mechanical timing advance.
Sent from my iPhone using Tapatalk
Then how are N14 and M11 Celects converted to mechanical ? They didnt change heads but said N14 head looked much better for flow and bottom end also looked stronger. I asked him about fretting problem but had never even heard about it and didnt change bearings when building his pulling engine.
Obviously things can change but the V8s I've known guys to have and work every day weren't to reliable in my opinion. A Cat and a Mack
Sent from my iPhone using Tapatalk
What was unreliable about the 3408, it has more in common with the 3406 than it has differences.
Also like to hear about these 998 issues.
D11R has a 3508. Not a 3408.
I'd bet a combination of weight and fuel consumption has a lot to do with it, those V8's are thirsty motors, but my hell.....listening to a 3408 rumble through a set of 8" straight pipes is pretty damn close to a religious experience. Haha
Sent from my XT1254 using Tapatalk
I know a local fleet that preferred 903s to 855s back in the day for fuel economy reasons
On the ag side a 903 and 855 in identical tractors doing the same job the 903 would get double the fuel economy. That being said we have no 903s any more and 3 855s in our tillage tractors.
Their biggest problem was parts availability after the 903 started being used in Bradleys
That makes sense. But why did they not catch on once the restrictions were relaxed? I know Cat uses a v8 in their d11r and we use them in our locomotives (but in a 16 cylinder) so I don't understand why nobody has made one to put in trucks in this day and age.
I heard 560 hp version in Europe and 610 in Australia had problems with blocks cracking sooner or later.Also like to hear about these 998 issues.
One of the main reasons we got away from them (and they are a pain in ass to work on compared to a in line, which is the reason I think smaller v engine went by the way side). That and 855s are everywhere. Speaking of the Bradleys I've always heard there are hundreds of 903s sitting at the bottom of the ocean off the east and west coast has anyone else heard that?