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Somehow, I dont think driving it in did anymore damage then towing it in,lol. What did this guy do to take the engine to 2900rpm? Think its a testament to Cummins, it still ran!
the wrist pin was the root cause of failure... started puking oil into the intake and the engine ran away before it f'ed up the piston enough to lose compression.Originally Posted by streetglideok
The thing sounded horrible so close to throwing the rod the bearing cap bolts stretched and the bearing came loose and was hammered flat. and was just spinning in the journal causing even more problems. starving the rod of oil just compounding the issues. A while back we had a Cat engine that drove in with a broken crank.
You sir, are a specialist in the art of discovering a welcoming outcome of a particular situation....not a mechanic.
My feedback add 11-12 ish before the great servpocaylpse of 2012
I don't know what to say to this, other than I want to see it in person lol.
come on down to the shop tomorrow I will be there by 10
You sir, are a specialist in the art of discovering a welcoming outcome of a particular situation....not a mechanic.
My feedback add 11-12 ish before the great servpocaylpse of 2012
I would but unfortunately I have to work
DFBrews just said that the wrist pin went bad and driving it more compounded the issues.
DfBrews... whats the story on that piston crown. I have never seen a design like that. I am referring to the cone and what looks like a strange internal pocket around that. Is that to create some type of swirl to better the burn?
Eh, the way I see it... you need to bore the block out anyway, which means machine work + new pistons. If you're doing the machine work on the block you may as well get your head worked over too. Since you're getting new pistons, you'll likely be getting new rods with it and you'll need new bearings with all of this. Also, you may need to machine your crank if it was damaged.
At this point, you may as well throw a whole new engine in there IMO.
Use your google fu. Search for things related to diesels and high-compression racing engines. The information is out there and easily accessible.
Basically, yes, it helps to swirl and mix and compress the air-fuel mixture. It also has to to with the combustion chamber itself, but google will explain all of this to you.
Is fu. supposed to mean f*ck you?
I have seen high compression pistons just not like that. I am not as familiar with big rig engines nor high performance diesel internals. Forgive me for asking questions so I could learn...
No, google fu like kung fu. As in, a skill or an art form, one that you should have mastered in this day and age. But if you'd like to take it as f*ck you you're more than welcome to.
The reason I told you to google it is that I, and I'm sure the OP is on the same page with me, do not want to explain diesel mechanics to you and everything necessary to give you a full understanding of what you're asking, especially when all of this information is pretty easily accessible.
Here's some links to start you out...
http://www.enginebuildermag.com/Arti...l_pistons.aspx
http://www.dieselbombers.com/general...n-designs.html
http://saeeng.saejournals.org/content/1/1/913.abstract
Actually, here's a little quote from that first link for ya...
And another one from the 3rd link... you probably won't understand half of this but it explains the purpose of a bowl/cone... actually it really just talks about the advantages/disadvantages of a small bowl vs a big bowl, but you'll get the idea.The combustion chamber in most diesel engines is actually in the top of the piston rather than the cylinder head. There is a bowl-shaped recess that swirls and compresses the air as the piston comes up
The data show that piston-bowl diameter influences in-cylinder mixing and pollutant formation processes by altering jet-jet and jet-wall interactions. When the fuel jets impinge on the bowl wall prior to ignition, adjacent jets merge, forming fuel-rich regions where soot formation occurs. By using a larger diameter bowl, wall impingement prior to ignition is reduced and delayed, and mixtures are leaner throughout the jet. However, a greater fraction of the jet becomes too lean for complete combustion. By using a smaller diameter bowl, a strong jet-wall interaction pushes the fuel-rich jet-jet interaction regions into the center of the chamber, where mixtures are predominantly lean. This reduces net soot formation and displaces fuel-lean regions of otherwise incomplete combustion into the combusting regions near the bowl wall.
McCantor, thank you for pointing me in the correct direction in regards to the diesel stuff. I also learned the term google kung fu. So thanks for that too. I will read some of the links over.
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