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!!

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 forget the chain-looking hands!

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.

The 3/4 race cam joke made me laugh.

Yup. "That's really stiff. Don't say it."

In and out play. ROFL!

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 ;)

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. ;)

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.

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 :)

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.

Two wonderful things. Sound of torqued bolts breaking loose and The smell of napalm in the morning.

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. 🤐

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 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

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.

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,

Someone just kept their foot in it until the loud noises stopped.

No engines are infallible

@@putinslittlehacker4793 For sure............

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.

Agreed. I like the variety just as much as the "internally modified" ones.

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.

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.

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.

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.

whew

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!

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

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 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

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.

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

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.👍

Agreed seeing how an engine just normally wears is fascinating.

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

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

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.

One of my favorite channels

I am sure if you were in the contiguous United States, you heard it.

I would love to see one of those V8 Cummins too!