Thanks for the video. I've been using the Inner Base circle on my 444. Never seemed to get it right. Tried the OBC method. Way Easier and runs perfect. Thanks Buddy
Warren Back in my trucking life, had a friend who had one of these in a binder 9670. He was home doing some maintenance on the ole girl , had it running. While messing with the cab jack it pooched and lowered to fast. After his girl went through the shop wall he learned to not trust his spring brakes , and scotch the tires.🤗🤗🤗🙄🙄🙄
I wanted to tell you a big thanks for the link to the barrington site, it had the a-b-c sequencing chart that walked me right through running the overhead on my bcIV 400. that and your video made all this pretty easy.
I thoroughly enjoy your videos. I want to offer a different opinion to your statements @ 8:30 concerning exhaust valve adjustment in regard to the Jake Brakes. I have worked on Cummins engines since the mid-sixties and was a mechanic for Cummins Service and Sales. When the exhaust valves are adjusted, only the distance between the rocker arms and the Jake Brake cross-overs are changed, not the height of the exhaust valve cross-overs; so, if those cross-overs (with their specs being different due to thickness and exhaust valve height) are moved to different locations on the engine, that can significantly alter the Jake Brake setting, i.e the gap between the top of the cross-over and the bottom of the Jake Brake "feet". Having performed a few Jake Brake adjustments in my time, I have found the main reason for resetting the Jake Brakes is the difference in the Jake Brake gasket thickness. Whenever the jakes were removed and reinstalled, they were always checked and adjusted if necessary. On service calls when the old Jake Brake gaskets were reused, most jakes did not require adjustment. Keep up the great work.
The triple fours assembled in Canada were good engine's. The one from Brazil were junk.. Bearing caps loose accessory drive bearings installed backwards etc. I've always adjusted them with the t-handle wrench for the injectors (the inner base circle) the injectors have a hydraulic lifter built into the injectors for step timing purposes. Dirty OIL will make those engines run horribly THERE WERE GREAT ONES AND SHIT ONE'S !!! the NT 88s (444) were the last mechanical innovation before computerized stuff came along. GREAT VIDEO ALL THE BEST SIR.
that is great comment i have a 444 that seems to be the opposite of the bad 1s. i was told it was a fresh rebuild and so far a very impressive power house pulling gross weight of 139,000 lbs and pretty good on fuel .there's a bit of white smoke on cold start but clean after warm up . very good emission report i believe i will keep running it .i got the truck from Alberta definitly better then a $250,000. truck that needs a wreaker
Sometimes the STC valve hangs up and it will also give you alot a white smoke or leaks,or the oil hydraulic side of the injectors are bad or any part in the STC circuit including orings
We run a 88 Freightliner day cab CEO setup as triples ,and an 04 w900 doubles brand new skate boards,the boss told me gonna get rid of the 88 get a new truck for ya,I was in a funk for a week the bosses son came up what's wrong,oh your dad is gonna truncheon the 88 back into a ten wheeler,he laughed he's just messing with ya ,whew I love that truck
Glad the throttle arm worked out and nice to see you're almost done with a nightmare project. I don't think you have mentioned exactly where you are but I have picked up that you're someplace close to Klamath Falls. I am in Prineville and really enjoy your videos thanks for taking the time to film your work.
+Brett Goodman Yeah I live in Klamath. I was up in your country about a month ago. Had a cattle truck stranded at the IZ ranch. Went up 97 through prineville, and came back through Burns down to Lakeview.
+Brett Goodman I used to run around with him when I was in the Navy back in the late 90's and lost touch with him after I got out. I just knew he was from there.
That broken fitting into the oil galley was probly a fitting used to check oil pressure while on the dyno. I forgot what they're called. I worked for cummins when these engines came out. They were meant to compete with the 4 & 1/4 cats. They were superseded by the N14 Celect engines.
Pretty positive that engine came out of an old international roll off truck we scraped out years ago. Sold the truck to western truck parts in the Portland area. It smoked real bad and didn’t run worth a damn. Boss man didn’t want to dump any money into it.
I have a 444 cpl 910 Truck loss rpms cuts off won't start went I crank it filter is have full sounds like a knock to it when it does run.....what could be my issues?
Did that air line happen to go to the fuel shutoff on the cat? I know my old 3406a shuts off with air. Why anyone would take out a Cat and put in a smelly old Cummins is beyond me lol
I had 2 cummins 6 inch/lb torgue wrenches that were basically handed down from older diesel mechanics I've had the privilege of learning from until some thieving bastard stole all of my tools .....cant find them anymore
I am replacing injectors on a 400 bc4 that has a 444 pump and someone has scribed on the heads 444 but the serial number is from a 400, when I pulled the injectors and referenced the part number they are also 444 injectors so that is what I'm putting back in. On cylinder 1 there seems so be some damage to the intake valves I think the seats went because you can open them easier than the rest and from what I can see through the injector hole the top of the piston is scored with that being said I am currently pulling the first head pack so my question is, is there any difference between the 400 and 444 head or valves so I know what to base my ordering off of?
My dad had a 1989 peterbilt 377 with the 444 Cummins, and that engine lasted forever. He sold that truck with 1.4 million miles on the last in frame, and still running strong. You did have to do injectors pretty regular, (about every 4-500,000 miles) but other then that it was great. The issue most people have is they lug the engine too low in the power band which drove the egts high and cooked the engine. My dad never pulled the engine lower then 1500 rpm and wouldn’t upshift until about 2000. The guys who ran them low like a cat would have nothing but issues
Marc Robinson I have some customers that do it anually , some guys will run them any where from 50- 100,00 miles. If you change your oil regularly, 80-100 on those I think are fine.You can here them when they are loose and when injectors need adjustment they will start harder and smoke more.
I hated those engines. Pain in the butt to adjust the injectors using that stupid little tool they provided. Injectors were also bad about getting carbon in them at start up. If I remember correctly it also had the low flow cooling system too.
