I have to add to other comments. This appearance by a Cat engineer is a pat on the back for how good your videos are and what a great instructor you make. It is not easy to explain what is going on while actually doing it and Cat recognizes your efforts as positive for their brand.
The way he explains things and illustrates in his videos is very helpful. I learn by seeing then doing,.. i feel like i could easily service any of these common engines!
Cat really watches your videos and says… you know what. All these cat customers watch these, this would be the perfect place to answer their questions. Shout out to Josh and Alan
They're bread crumbs in this guys answers also look at his body language with the on highway question. This engine or some variant of it will make it to new over the road trucks in the future.
As an old Cat man (Hasting Deering Caterpillar Darwin NT Australia 1970 to1979) I greatly enjoy these videos and love to keep up with the amazing technology. I have seen such great changes over the years. Well done. you mention 3400's . I remember when they were introduced and I sold one to a lobster fisherman to replace his D3306. Brilliant.
Hey Josh, long time viewer first time commenter. I just wanted to say it's incredible to see a video in which you're talking to an engineer from Caterpillar about their latest and greatest. Your videos have been a critcial part of my career and this video really put things in perspective how far the channel has come. I started watching your videos when I was a kid working in a factory, living on a dream of working on heavy trucks. I then worked my way from the factory to a trailer tech, then to working on heavy truck for logistics/rental company, and finally to where I am now which is an EPG Field tech for a cat dealer on the east coast. All the while your videos have been there as a means of learning especially before I went through schooling and had employers that did not offer any training opportunities. Well sorry for the lengthy comment. Thanks for all the videos and everything you do!
Considering I was ready to turn the video off at the 4 minute mark, when he said this engine wasn't designed for the highway, this turned out to be a very interesting video. 🤔 😊 Thanks!
That's a great interview, I'm a design/manufacturing engineer, one of my last projects was the M1150 Assault Breacher Vehicle. On this project we worked closely with the US Marines at Quantico VA and learned a ton of information by being "in the trenches" with the enlisted men and women. Really think it is a great approach to have "hands on" engineering on a project.
The EPA and Customer Wants make it easiest to just keep adding parts to a motor to reach goals. Taking away complexity with a ground up project should work well. In theory.
Hi Josh, Jamie from Australia watching, thanks for getting Allen on to go through the details, very interesting indeed this new engine, and thanks for your efforts as always, your knowledge has helped tremendously with our C15 truck stuff here in Australia, so thanks again 🇺🇸🇭🇲🤝
I’ve always heard stories from guys in the shop of how knowledgeable these engineers are and how they can listen to an engine for 30 seconds and pin point the exact problem. Really really cool that you got one on your channel and listening to him explain these things really makes me want to be an engine nerd lol
Good interview this man did a good job in his diplomacy in answering questions im sure its hard for someone who creates these things to not fully dive into the ins and outs
The hydraulic lash adjusters he described are identical to the way the 993 Porsche, which I am familiar with, does it. I'm also a mechanic, but understand and am familiar with engineering concepts. When he explained the justification for the rear gear train, I "got it" right away. This is a great video. I really enjoy interacting with people that know what they are talking about, which both of you obviously do. I watched the entire thing, no skipping, because I was learning.
The C175s we had in 793s had lots of injector problems. And our fuel was filtered many times before it got to the engines. We never had fuel filter or water issues in fuel. All hauled in on ice roads and settled in the tank farm for months.
When this video popped up I was excited, being a long time Cat. Engine fan and also a 20+yrs experience around the heavy equipment world. Until the point where the answer was NO to on-road application. O well still excited for the brand. Thanks for sharing Josh.
Sir you are the greatest , nothing but the highest respect for you thanks for the hard work , it really got us out of trouble lots of times god bless you and family with all the good things.
I wish he talked about the hydraulic system more and how they’re going to make sure the oil stays clean enough so it doesn’t fail. I would think they’d have huge spin on filters and a bypass filter but from the picture it’s just those small cartridge ones.
What got my attention, IF I heard it right, they are feeding the "lash adjusters" from the rocker arm's side. I only know of doing it from the "lash adjuster" side ( there's an oil gallery that feeds all bores and keep the adjusters fed and pressurized)
Shattered my hopes right off the bat confirming that it WILL NOT BE FOR ON HIGHWAY USE! So many people want a CAT engine option for their truck but it seems CAT doesn’t give a shit! Very disappointed because it seems we are stuck with junk options. I miss them, other drivers miss them, my fleet mechanics miss them but I guess they just don’t miss us 😾. WE WANT CAT ENGINES IN OUR TRUCKS! Make Trucks Great Again!
Big time took him years of busting his butt . Says something if u search anything cat adept ape pops up wonder how many guys he has saved pain with his channel
@@jdeere8850from what I heard long time when paccar was designing the mx13 they use cat spec and having 2 trucks with one with c13 and the other mx13 both trucks almost drive identical only difference c13 setup with 500 HP 10 SPD manual the mx13 455 HP 13 SPD manual
Thanks Josh, & Allen, it's good to hear from someone who knows what they're talking about. Let's hope there are not too many undocumented features when this engine gets released into the community and that the design team were successful in keeping the manufacturing cost merchants (Accountants) in their box and the plastic crankshaft is not making its debut. If they ruled the project, we're sunk....... again. Good luck to you Allen and everyone at CAT involved in this project. Looks like you might become redundant Josh 😂
Sounds cool. My impression is that probably number one variable in reliability is going to be the durability and accuracy of the sensors feeding the performance algorithm.
Really liking the channel. I've watched dozens of your videos already! I was wondering if you have a video about how to get started into the industry? I'm looking into the ThinkBig program -- do you know much about that? How did you personally get into the industry? These are just a few of the questions I have. Thanks! Looking forward to the next video
The only thing I'm concerned with is on the fly adjustments by the algorithm making it difficult to troubleshoot a fuel delivery problem - that might get masked as another system problem. I guess that could be overcome by paying close attention to sensor outputs and a thorough understanding of the process though.
@sumduma55 unless I'm thinking incorrectly fuel leak test should diag injectors and dead head should diag pump operation along with fuel leakage. All dependent on fuel system architect of course. Lift pump will nearly eliminate arated fuel concerns especially if in its in tank. What do you think?
I wish CAT would come back with either the option for newer on highway trucks to run a CAT or create newer designed engines to make as an option in newer on highway trucks.
It sparks my interest that he states that a common rail injector will have 3 times the life of a MUI injector. The nozzle tips on the common rail are so sensitive because of the high tolerances. They are susceptible to failure with poorer fuel quality, and being that this is a global engine, fuel quality is going to be vary different across each country it operates in.
Yeah. We changed far more injectors on the common rail C175 than we ever did of the MEUI injectors on the 3500s. Same with the C32s and C27s, injector problems were very rare. The 16 cyl C175s were always throwing injector codes. 'Not Responding Properly'.
This had to be a calculated life or some form of perfect world scenario. I’ve worked on deere, cat, claas (Mercedes and man) and I’ve changed about 3 MUI’s that I can remember and about 30 common rail injectors. Honorable mention all the C9 heui’s I’ve replaced usually 6 at the time. Lol
He definitely has a real degree. Not one of them gender studies degrees the Kool-Aid hair whack-jobs have while screaming their college loans should be paid off by the government because they can't find a good paying job.
Love your show! Been watching for years. Quick question, what are your thoughts on running used motor oil in a HEUI system? The truck I run is a 99 DT466E. I know it’s not a CAT engine but they adopted CAT’s fuel technology. I greatly appreciate your content!
Im curious, if these are "off road" only engines, are they going to make a Marine variant? Lighter weight, more power, less fuel consumption sounds ideal for that application.
Great question. One of the strengths of Caterpillar is that we can leverage advancements in one industry and find applications for those improvements in our other industries. If the C13D, or any of the new technology or design enhancements of this engine, has a marine application is something we definitely consider.
Way cool talk. I thought it was going to be a marketing spew of canned responses, but I am completely impressed at how detailed and in-depth some of the answer were. Thank you to both of you.
Thank you very much for sharing what you know with us, Allen Chen 👍 QUICK-WITTED Adept Ape Great Questions stuff loved it From the start to finish loved it 👍 Enjoy your evening with all your family around you, Adept Ape From Nick Ayivor from London England UK 🇬🇧 ⏰️ 19:51pm
I see someone finding a way to make this engine work in a heavy truck some time after general release ('26, according to Allen). that would be interesting to follow.
Ain't gonna happen. Not when shops are getting fined hundreds of thousands for defeating emissions equipment. Nothing will bolt up to it and run it in a truck anyway.
Would have to disagree on the “robustness” of those c175 injectors. We go through injectors like candy on our 793f haul trucks while we have very little issues with our 3516 engines.
Thank you to Allen and Josh. This is very interesting. My primary interest would be as an end user for repower. At least initially. To Allen I would say robustness is particularly important. In the late ‘60’s and 70’s Cat built their growth on the robustness of their product. The structure, the hydraulics, the quality and quality control. In recent years this has all fallen. If you are going to have multiple sensors on your engine, make sure their wiring is twice as good as it needs to be to last twice the life of the engine. When working as an engineer, remember life is not level like a pool table, it’s full of ups and downs, so don’t be a pool table engineer. Again, thank you both and best wishes for the new engine. We need it.
Alan, another question on the application topic. Would the C13D be implemented in agriculture? Like would CAT sell the engines to JOHN DEERE to be put in to tractors? I'm asking because in my opinion farmers would love to have a very efficient engine that does not use an EGR system.
So, the flash files just set the particular algorithms for whatever rating is chosen? Also, I'm gonna need a replacement engine for my crusher that I might buy in the future. I'll transport it with my 1979 359 that has a worn out engine. 😜
Hey Josh I have an interview tomorrow at a local CAT dealer to be a tech coming with some experience from a heavy truck background what’s something I should expect from CAT to become a technician (preventative maintenance) that’s the position I applied for
👍hydraulic lash adjusters really smacks of a disposable engine. I hope not but it’s difficult to see them being just as durable as a mechanically adjustable rocker arm. HLAs have certainly given more than their share of problems in gas applications.
Dude I guarantee you that they will have to add a coolant bypass line from the back of the head around cylinders five and six to eliminate hot spots that reduce the life of those back cylinders because of reduced airflow to them by having the incoming air charge enter the head via a single port at the front of the head because that automatically biases the front three cylinders to get ideal airflow. The rear two or three will run richer than the front three and they will run hotter. This could have been eliminated by having two intake ports into the head of equal size at cylinder two and cylinder three. This was an issue on the 3406B and it will return
Will the temperature difference be enough to cause problems in this new design? The hydraulics coming through the lifters would also add temperature under load but would it be substantial? I'm not familiar with these issues as I don't work on heavy machinery.
Sensors for the most part are quite accurate nowadays, just depends on what they are making it sense I spose. Also all us numb skulls understanding how the system works hahah
That was great, I sense opportunities here. Could they (CAT) be possubly wrangled into collaboration on "destruction of the week" in the future? They obviously follow. Thanks much, good stuff.
Looks like a dd15 Detroit fuel system and the hydraulic lash in the rocker arms is what Volvo uses on the d13 for the exhaust valves overall looks like a dd15 and a d13 got put together 😂
