Many ( Drivers ) don’t know how or where to bleed the water from the system and that it needs doing regularly, trailer tanks also need draining but no one seems to know or care till the brakes don’t work then they moan at the fitters , stay safe Warren I’m enjoying your channel !.
Hey Warren, you have a great channel. Do your thing as you want and raise and train your son as you want. Some of these folks have quit preaching and gone to meddling.
Yes, he's doing what I told him to do that morning. I told him to watch and learn, because there is only room for one guy in there, the next one he can do.
We tried to train our truck drivers to pump the brakes after they stopped and watch the air pressure to make sure it is building when they shut the engine off. This assures that the drier purge valve is closed when the engine is shut down. If the purge valve is open at shutdown, the moisture is draining through the valve as it cools down and the valve can freeze open. There is an electric heating element on the valve but it only heats with the key on. When the engine is first started on a cold day, the air coming out of the compressor going into the dryer and exiting the purge valve is cold enough that the small 12 volt heater can't provide enough heat to free the valve. If the valve is closed when the engine is shut down, it can freeze in the closed position but the air pressure used to open the valve can push hard enough to overcome it. The spring that closes the purge valve isn't very strong. Sometimes leaving the key on with the engine shut down will allow the heater to build enough heat to thaw the valve. On some trucks, the engine has to be running before 12 volts is supplied to the dryer. Servicing the dryer early in the fall is also a good way to prevent problems.
Your Apprentice (Blake ) there may seem not to be doing very much but him being there to support and another hand, can make it so much easier and more pleasant to have someone there to converse with and support you. Pretty cold there on this one I'm sure. It's just great to see your son working with you Warren. Have a great Christmas and Productive New Year. From Canada
Hey Warren. You wouldn't be able to send some of that cold air you guys have got down here to South Australia mate. It was 45⁰C on Wednesday, 46⁰C Thursday, and we are looking at 47⁰ C today. It's a good thing God invented Beer and Air conditioners 😁😁😁😁 Cheers Eric
I watched a few of your vids, awesome by the way, I love how he talks about how much he's worked on , has the problem figured out and then a wild mystery breaks out.
Good to see your son again. Hey Blake. Anywho. You know. Anyone who Hires you to do there job has got one of the best mechanics I 've ever seen. My dad always taught me to never take any shortcuts And you don't. I've seen guys who don't read directions either. They end up with more problems later on down the road. Anywho. I hope your family has a Marry Christmas and happy new year.
I had a truck that would not build air in the primary air tank one time and it was the air drier. These new Bendix AD-IS air driers have the check valves built in to them and will stick closed.
Greetings, Warren. Here's a CAT compressor story for you. This outfit was running Peterbilts with 13 litre CAT Acert engines, bought new. CAT warranteed the engines for 800,000 miles, but warranteed the compressors for only 500,000 miles. Sure enough, when the first truck went just past 500,000 miles, the bearing at the rear of the compressor crankshaft went out, allowing the crankshaft to wobble. It continued to build air, but wore through the crankshaft case and dumped the engine oil out. The warning lights on the dash lit up, and the driver shut it down. Changing the compressor was easy, and not too expensive, but the compressor is driven at the front by a gear train at the front of the engine. When the compressor bearing failed and the compressor crankshaft wobbled, the gears were misaligned and chewed up. Debris from the first 2 gears then went around and ruined all the gears in this gear train. Repair estimate about $10,000. Now, a new compressor from CAT cost just under $2,000, but a rebuilt was less than $400. But the fleet manager/mechanic was not big on preventive maintenance, so he left the other trucks to run past 500,000 miles without changing the compressors, and, sure enough, another compressor failed (only about 2 months after the first failed) and another gear train was ruined. Repair estimate was about $15,000 on the 2nd one because debris from the gears got into the oil pump and they had to change it and the engine crankshaft bearings. Oopsie!
By the way, I understand the CAT Acerts did not use exhaust gas recirculation to meet EPA specs, so there never seemed to be a problem of the compressor valves sticking.
Good video, :) Just a note for you that those single cylinder compressors are actually timed. So if you remove them just don't spin the gear and you'll be fine.
I had to change head gasket on compressor on my OM460 Mercedes, thankfully I could put holes in plastic cover to get the bolts out. Taking it out looked like a 2 day project.
Okay Warren here's the thing .give the boy set of earphones. Tell him to crank it up and work on the otherside of the shop . You don't do your BS funny chats 😢 that's best part of your vids man . Ya gotta get back to the program's EH! 😁 it'll make my day . Not sure on the rest ? Thanks Latet eh .
You can get the head off while it’s still mounted, I just did one. What I did was used a long offset straight wrench to get that one bolt. The offset box end sinks down into the counter sunk hole on the compressor head and the bolt will come out with the head
We don't get a lot of really cold weather here in middle Ga. but sometimes it can get kinda chilly. I used pull logs with a RD model Mack with the 350 engine. Was in the woods one morning and my compressor must have had some ice in it cause it stuck and my air pressure kept going up. Kept pumping the brakes to bleed it off. Jumped out with the hammer and gave her a little tap tap (really I beat the crap out of it). Must have worked cause my air came back down. The drier didn't work very well so had the boss replace it and drained my tanks more often with no more problems. This reminded me of that day.
there is a check valve on the air drier that has debris into it. clean the check valve debris out.. it will stop releasing every 20 to 40 seconds.. there MAY HAVE been instances where the rapid discharge cycling has frozen the pressure relief valves open and dumped all the brake air . its very hard to tell as the ice melts in seconds after the crash from air brake failure.
Warren, Christmas greetings from DOWNUNDER! Temps down here are in the 40c plus range (over 104F) so am happy to send some over to Blake so he can warm up a bit.
It gets pretty brutal over here in the winter for us field service guys. It's 1 am & I just got home from Soda Springs Monsanto where I did a PTO repair & it was 7 deg C without the wind chill.
You know what you need Warren. Not to do with this video but a belt hook for your crane controller and a nut splitter for rusty bolts. They work great instead of torching them off. Great work your an awesome mechanic!
I always tell people to use a plastic screw driver handle to tap on stuff. About the oil. About 10 years ago replaced the cam in my '68 pontiac and the installation instructions said to switch to diesel engine oil, since all the modern gas engines had roller tappets. Now I guess even that advice won't work for those of use with old equipment.
james bolem I remember those days , got in on the tail end of that era , alcohol just turns the oil in the system to hard grease, then it really screws stuff up.Bendixl recommends using kerosene to clean the excess oil out of the system, I could tell you a story on that subject !!!.
The isx cummins are notorious for the vanes in the compressor head sticking due to soot build up from drawing air off of the intake manifold. When they stick sometimes you can get lucky and free them up by tapping on the head and shooting a lil pb blaster or mystery oil down the tube
@@rustyshackleford2242 good trick to know about the isx! We have very few cummins engines at my branch office mostly c-15, c-12 and 2 3406s. Any tips for the paccar engine we have 3 of those.
The torque wrench division reminds me of an arguement that ive had with various folks over the years About how dividing inch-lbs into ft-lbs is not accurate I think it is but not properly tested
Warren, I have a 2016 Chevy Silverado 2500 diesel with about 40,000 miles on it at this point. I am finding that the revolutions go up about 250 RPM a lot when I am driving and or stopped at a light or in traffic. I have checked and i do not have the fast idle set and yet it still does it. It used to do it once and awhile but now seems to do it a lot more. Any idea why it does it and what I should be checking to solve the problem?
Gotta teach drivers that 3 letter word “pre”maintenance is not the same as the one that comes afterwards “free”. It’s the stuff you do before you’re SOL buddy!
jake legg It hasn’t been an issue in roller cam engines but I can see how a flat tappet diesel dumping abrasive soot back into the engines could have issues. Volvo 13L are running 40-50K Mike intervals and they seem to be fine. I guess the filtration on them is pulling a lot of the soot out. My older Kubotas get some zinc additive to the oil as does my older 350 chevy truck.
Wayne Swicegood Older Mack's seem to be taking in the shorts the worst , as they are flat tappet, done a lot camshafts in those, Delo is supposed to be the best about carrying the spot out . Are your Volvo's hard on turbos ?
Becky Watt No. the 13L I’m familiar with are in motorcoach applications. The owner doesn’t go by Volvo’s extended maintenance recommendations and runs only 5W40 full synthetic.
be happy you are not in europe.. all pre-2005 machines are quickly being outlawed or taxed beyond economical use.. everything in name of environmental protection.. like thrashing good equipment is the right way to save the planet.. producing those new machines creates more pollution as running the old ones for 40 years..
warren do you change head Compressor? if so how much different between, also i had coolant lose with air compressor leaking air so the reason coolant leak is from air compressor? thanks for you're information good video
The Essex Hunter Jesus healed the sick, fed the hungry, and raised the dead and they crucified him. No matter what you do you can’t please everyone. There a some people that are just shitheads for a lack of a better term. Amazing amount of good info is provided here for free and all some can do is bitch because the camera moving makes them fatally ill. Extremely delicate people in the world today.
The arse who drew that design on a piece of paper and then put it into production never had to wield a spanner in a field.there’s no reason stuff can’t be bolted to an engine in an easily accessible fashion.tractors and cars are all the same,”take the cab off and the back end out to change the injectors “.annoying....
John Parkhurst I do my own work and work for everyone else that brings me their stuff. I agree with Buckhorn though, what good does it do to cry and bitch about a design and how stupid the person who came up with it was? Doesn’t change the fact that they are getting paid to design it and you’re getting paid to work with it to fix the problem. If you all think you can do better start sending out some resumes or get some qualifications. I’d love to see the designs you armchair guys could come up with so I could pick them apart. It’s just like when someone brings their vehicle in and try’s to tell the person fixing it how to do their job. If they had a clue how to fix it themselves they wouldn’t be having someone else do it. What’s the point? Just be a man, know you role, stay in your lane, quit your bitching and fix the problem. If you can’t hang and work with the designs as they are this line of work probably isn’t for you. Pretty simple stuff here.
Gotta take the cab off to replace the turbo because some dumbass over at Honeywell decided ceramic ball bearings were somehow better than steel ones? Yep, it's people like yourself that know all about the bullshit that dumbass engineers do just to cost you more money! They know if they built it right the first time, they wouldn't have repeat purchases!
So, the carbon from the EGR feeding back into the motor is causing issues, what about doing like the old timers used to do, and putting a separate filter for the Air Compressor, so it ISN'T pulling the carbon and soot contaminated air?? I have a separate filter on my old B model Cat ... just because it's pulling outside, cooler air.
In my 30 yrs experience as an Ag/heavy equip/ heavy truck mech , you are better off replacing the compressor , and upgrading to a two piston unit , for liability/warranty reasons . The is probably going to put up a fuss , but he will be happier in the end , and you won't have to eat an engine when the compressor grenades.Not a pretty sight !!!
Hey Warren another good job i was looking at the comments seems alot of people were raging on Blake but it seems to me when i have seen Blake he is usually working on something what's up with that
Can you explain what type of 15w40 oil we should be using then from your experience? I’ve been using Phillips66 guardol with no problems for 3 years now. Switched from rotella. Thx
Sounds like if you're running any CJ4 oil, you need to think about a zinc additive ... I wonder if the flat tappet issue with new oil is one of or the REAL reason why Cummins changed to roller tappets on the 6.7
BrinkME roller lifters last longer, are more efficient and are the industry standard these days, if lifters are used at all anymore. There’s a multitude of reasons why roller lifters would be used instead. I doubt there’s any one reason.
@@vtwinbuilder3129 no doubt about it, gas engines made the change a long time ago ... I can't imagine cost savings was the only reason Cummins has stuck with flat tappets for so long. They just now made the switch this year on the 6.7
BrinkME yeah I cannot imagine what the benefit to keeping flat lifters would be. It’s just a constant source of wear and possible metal debris in the oil that wouldn’t be they had used roller lifters. I remember when that was a big deal that the Ford 5.0 gas motors were roller lifters. Now Harley uses the same lifters in their engines as Chevy used in the LS series. Maybe it has something to do with the lift and the valve spring pressure it has to over come, maybe it required a flat tappet lifter for added strength. Like if they didn’t have room in the design for a bigger lifter so they used the old standard? That’s the only reason I can think of. Kind of like how guys in the 60’s and 70’s ran solid lifters in their high lift cam engines because the hydraulic lifters of the day couldn’t cope with the loading.
I hate new "stuff". No room to work on anything. Prime example is the video stream I have up on replacing the water pump on my JD 5320. Removing and replacing the water pump was a 45 minute job. Getting to it and replacing everything taken off to get to it was another 8 hours.
