2:24 my life is complete, I made it into one of your videos lol. I’ll definitely sleep well knowing I have an engine with your stamp of approval under the bed in my motorhome! 👍
Man can you help me? I just replaced my fuel lines and my fuel shut off solenoid. I bypassed the mechanical lift pump with a electric one and it still feels like it's running out of fuel.
When I was a wee shaver working my first job my boss explained cavitation by it being a heat and pressure difference with the flow of the coolant. Basically, the cavitation was at slightly lower pressure areas where steam pockets would form. The collapse of the steam pocket being so violent as to take a teeny tiny piece of metal with it. He said any time coolant flows around something there are high pressures and lower pressures. Because the sleeve gets so hot it is sensitive to even slight pressure differences despite the pressure range of the pressure cap.
Hey buddy, I have a 8.3 in my IH combine and it has the same p pump. There is a plate on the bottom of the pump that has like 6 screws that holds the plate up. Is there engine oil that goes above that plate?? And do you know if there is a gasket for in there. I'm pretty sure mine is leaking engine oil. Thanks Man
From our experience these 8.3 would be closer to a consumer engine like the 5.9 than an industrial engine like 50, 60, 71, 92 series, big cummins, cat 34 series etc as far as reliability. lucky to get more than 200k miles in heavy use.
I normally only build gas motors I've only messed with a little vw diesel Never thought they would be this heavy. So would it be to stressfull to have an aluminum block?
Convert it to uni-flow Clark cycle or a Day poppet valved loop scavenged 2 stroke. it would be worth a shit then. Cummins now makes an OP ACE 2 stroke uni-flow!
Was going to say the same thing. Creator had a problem, found a solution that saves time, and is easy to use. About as good as it gets engineering wise.
I used to do a lot of work on the 8.3 in sugar cane harvesters here in Florida. The biggest issue we had was head gaskets. The machine was using every bit of power they would put out. If they didn’t keep the radiator clean they would over heat and pop head gaskets. They would pour coolant out from under the head. I believe there was an issue with the gaskets and we put a new style in and did a different torque sequence. I got so good at head gasket jobs that I could drive a machine in the shop in the morning, pull the head, clean it all up, pit it all back together and drive it out by that evening. Sounds easy if it’s on a stand but we did it in the machine and the motor was in the middle so a lot of stuff to take off to get to the engine and climbing up and down on the machine. After that they were good to go. Also got a few reman engines they the rear main seal plate wasn’t installed correctly so the oil pan didn’t seal and they leaked oil like crazy. That was always a fun fix because we had the pull the engine which was a job. enjoy your videos.
That is 7000 hours in a harvester.... basically the same as tackling a very steep hill, fully loaded for 500,000 miles... Most harvesters are usually traded or recovered after 5000 hours.
@@Jaxon-iu6vb nah. If they he ran at 100% load they where running the combine to hard. Combine engines have a relatively easy life. Constant medium load, constant engine rpm. Basically almost as easy of a life as a gen set or air compressor engine. They’ll last forever
Run silkolene pro 2 sx in her, i got a few gallons for a 2 stroke 8v92 silver turbo, way better than shell rotella but 46$ a gallon though. i got it rigged up for total loss burnoff!
You know a guy really knows a thing when he can explain it so simply and so well. I'm not a diesel guy, just someone who loves all kinds of machines and I always learn something from Rich and feel like I really understand all he explanations. Thanks!
You're videos are top-notch! I worked for John Deere for a few years and shadowed several field mechanics. Watching you is just like hanging out with a senior tech. Lots of great knowledge and no bs.
Also there was an update to the headgasket because they were prone to leaking at the front right corner. The head is almost always flat but it chafed causing a leak under load. Probably fixed 200 of these in the last 15 years
Now that you mention it I think I've had to help the father-in-law fix one leak at the front right but usaly for us it's the back 2 that usaly give out. We replace the gasket and the engines good for another 2+ years.
I’ve done a couple didn’t realise it was so common maybe we was lucky in the fleet I looked after I can’t imagine how much trouble it would of caused if we wasn’t.
OntarioRedneXXX No you gotta stay filthy to truly be rich. You want people to think you’re a bum. Cleaning up just means you wasted all that filth and you’re left with nothing but peoples opinions. Doesn’t matter what they think
This is the best 8.3 video I have ever seen. This engine is my bread and butter. I run them in snow-cats and routinely see over 10, 000 hours on them. Thank you.
@@workingcountry1776 Nissan went from having all 5L Cummins in their heavy half ton Titan (XD?), to a gasoline and a diesel option, to just the gasoline engines. I test drove a diesel Titan. It wasn't a rocket, but towing would've been the real test. What turned me off was the poor turning radius of the truck.
S. Stewart we had one for towing a couple sherps on a 30ft flat deck. Made a couple trips and then ended up in the shop for a limp mode. Last I checked they were still trying to diagnose it. The truck had 30,000ish kms
I just woke up and wanted to watch videos on my RV engine. Had a coffee and enjoying learning about my 94 C series. It's been a great engine although you should keep an extra cog belt around, I sourced a couple off ebay for less than $200. I had to get one replaced by a roadside mechanic once out on the highway in the middle of nowherevill Kentucky and I ended up paying $1,200 to replace a belt. Took one tool and a belt.
I'd like to see you do a dt360. Heavier than a 5.9 but the wet sleeve, and I've seen guys make crazy power with them. Still research stage but I'm thinking better swap than a 12valve.
The 8.3L 6CT is actually in the M923A2-M943A2 five ton trucks for 1987 to 1994,those trucks were made by BMY Harsco too,but you are correct,just off by some years. The M923-M943 & M923A1-M945A1 which came BEFORE the M923A2-M943A2 going back to 1982 all have the 14.0L NHC-250,and the M812-M820 used the same engine in early years too.The M923-M943 and M923A1-M945A1 were made by AM General too,and it's easy to tell the difference between the three variations of those trucks,the M923-M943 has G177 dual tires which are 42 Inch (1100×20) and then the M923A1-M945A1 have super single Michelins "XL" that are 48 Inch (1400×20) and finally,the M923A2-M943A2 also have super single tires which are 50 Inch. The reason why they stopped production for them in 1994 was because of the Stewart & Stevenson M1078-M1088 FMTV,at least in the Army.For the Seabees and Marines,the Oshkosh MK23-MK38 MTVR came out a few years later,which replaced the M939 Series.
I have a 8.3 Cummins in my "96" Monaco 38' MH, has 111,000 miles on it, uses no oil between changes, runs like a top! Great explanation Rich, thanks for review!
I have the exact same MH 8.3c with over 122k trouble free miles. I love the idea of the fully mechanical injector pump. Plan to put on at least 40 to 50k more miles. Monaco made a good machine back then!👍
@@razor3003 Yes many times! It gets anywhere between 9 MPG to my best was 10.5 MPG That is towing my toad, a PT Cruiser, 5 speed manual! It really depends on the wind, when the wind is blowing, you can expect around 9 MPG! I also run my diesel generator if it gets hot, to run the roof top A/C's! I have ran all the way up to Maine, and out to Custer, SD from central Illinois, and the MPG is always in the 9 to 11 range! My speed is around 62/65 MPH!
I've heard that from a few other people, I think that's pretty typical & actually not too bad, all things considered. Now all we have to do is get the cost of diesel back down to earth. Let's go Brandon!
Kamatsu pc300lc-6 excavator had one of those engines. It was the first piece of machinery to gel when it got cold in the winter. Although, if the fuel was treated right, it would be the only thing that would start when it was -20 f.
Hey man love the channel, one thing to note about the 8.3 from what I’ve seen in my repairs, in ag equipment it’s common to see the head gasket leak out in the front or rear corner, combine had it at 3500hrs and a magnum had it at 5500hrs. Something to look out for
Love love love (!!!) the 8.3 in our case ih magnum 7120 tractor. 30 years old, 5500 hours on it with zero engine issues. Bump the key and it's running and will keep running all day. Our r65 gleaner has the caps 8.3. When it runs good it really runs good. However when gleaner bought these engines they did not get software diagnostic capabilites with them. Means having to deal with a Cummins dealer 2 hours away rather than the gleaner dealer 15 minutes away. Every few days during harvest I'm driving the combine with 1 hand and using my phone internet searching the latest trouble code set with the other. Mechanically the engine has been fine but that caps will be the reason the machine gets traded away before its time.
That dowel on the B series only comes off if a fuel pump or compressor is mounted incorrectly causing the timing case to flex over time. It will never happen in a stock engine, hence why Cummins never issued a "fix" for it.
So in Maine where everything rots and rusts out. the exhaust ears will crack in the head side. The bolts and exhaust-gaskets will rust jack and crack the castings that the manifold bolts to. Good video 👍🏻
Had a PG&E truck come in with 8.3 caps fuel system 8,000 miles on it 3rd failed injection pump pan full of fuel No one knew why till they put me on it When I removed the injection pump and set it on a table I knew what the problem was Why because no oil came puuking out of it Like they always do So I pigged the engines oil system and no oil came out of the front cover Pulled the front of the engine apart the block oil bore to the cam journal that supplied the front cover not drilled all the way Whole time Cummins rep telling me to put another injection pump on it Every step I took he couldn’t believe what I was telling him Finally i proved my theory to them and was told to just drill it and reassemble with new injection pump That truck never came back because it was fixed Those engines notorious for shattering the coupler in the injection pump If you ever get one that wont start It has a sound like its out of time (because it is) Pull the cap in the center of the injection lines put a small magnet in the hole pull out the coupler if you get pieces get a new injection pump We bored the 3126 C 7 blocks and put stock size sleeve back in doing only 1 cyl some times as a cat warranty repair
VP44 and CAPS are very different and failure mods are very different. The problem with CAPS is mainly confined to the pump and surge suppressor/ transient diode. VP44 is the one with fuel lift pump problems. Most issues with CAPS were resolved with later changes. Though they both use the same lift pump design you are less likely to kill a CAPS pump with lift pump failure.
@deboss garage, I know one of the engineers that worked on the B series at Darlington and he maintains that the dowel pin is not an issue until people start replacing the injection pumps and do not refit the support bracket correctly on the injection pump or in some cases not at all. The increased moment on the timing case causes movement and it works the dowel loose. Theres a service bulliten on this particular issue on the B somewhere.
Cavitation erosion is from the small bubbles from the piston vibration imploding against the liner wall.. I’ve seen it so bad it makes a hole right through and fills cylinders and leaks around the piston. Love your RU-vid channel
Regarding cavitation, it is the other way around as you have explained it. It is not when the coolant gets pulled away that it takes the metal with it. As the coolant is pushed away so quickly, a low pressure is created behind it causing air bubbles to form, as the coolant is getting pulled back in, the air bubbles collapse and the coolant itself impinges the metal, wearing it out.
I have alot of 8.3 in my fleet...i haven't seen one Crack a manifold yet, however I have seen several break bolts. And start leaking.. just what I've seen.
Love the knowledge of the Cummins engine, can only come from hands on. Knowing that about those engines, also tells a great deal about the History of mechanics. keep up the good work.
Where do people get Cummings from? It clearly says CUMMINS on all of their products and ram trucks. Cumming is what porn stars do. Cummins makes diesel engines
These 8.3s are super common in late 90s early 00s here in the uk in double decker buses running the CAPS fuel system there super reliable in the 10years I worked on them I done plenty of injection control valves, injectors and tons of lift pumps! very rarely replaced replaced a full pump and when we did it’s because the cam inside had shit itself. Other then that I’ve done pistons and liners in just one very stout motors I’d say far stronger then a ISB variant
Definitely having flat tappits for the lifter's with no room for rollers was the number one reason I used to rebuild 8.3 in garbage trucks converted to silage trucks
I am looking at a 2001 Monaco Diplomat and it has a Cummins 330HP ISC. I believe it has the CAPS systems. It has 80k miles. Would it be advisable to go ahead and replace the CAPS system?
If I were you I would just replace the diode in the line as preventative maintenance. I have a 2000 Diplomat. And be certain the lift pump works as they do fail. And be sure to change BOTH fuel filters regularly.
Do you know about the surge suppressor for the CAAPS fuel system? Should have mentioned it if you do. It was the cause of a lot of issues with that system.
Muy interesante todos tus videos y muy productivos saludos des de las vegas de parte de un segidor mas de tu canal k DIOS te siga VENDISIENDO son los mejires deseos de un hispano segidor de tu canal de ase mucho tiempo
7000 hour rod kick outs in combines are due to "farmer maintenance". We run them well into the 40k hour mark and pull them for overhaul. I've been tractor pulling with them for 12 years and well over the 1000 horse mark and 3000 ft lbs. They did address the coolant out problem with the newer common rail (which is my block of choice) and roller blocks.
Ya 43,000 hours on my July 1999 Built Cummins N14, 4,300 Idling hours (Day Cab so it is shut off every night). 10 lb of oil pressure at operating temperature at idle and 30 lb of oil pressure above 1000 RPM at operating temperature just as the specifications given in Publications on the engine.
I love that you're honest about these engines. I'm a cummins guy for life but, even I know(lots of firsthand experience lol) that they have somewhat annoying issues..😂😂
The failure of number 6 cylinder is helped if you add a water aid to the rear of the head like the marine engines. The injector pump on the engines less than 350 horse have 10 mm plungers 5.9 has 12mm. Older cool blocks have thicker lines and thinner blocks that tend to cause block failures behind the injector pump caused by the clamping force of the head bolts on the cylinder counter bore.
I have something to add, that I did not see in the comments below, that damaged engine block, can be repaired, depending on the location the piece that got blown out! When I was a teenager, I worked for the company after I got off from high school. They would rebuild large diesel engines, some of the large diesel 12 cyl blocks would have where a piece was blown by a large connecting rod going sideways out the motor. They would clean that block and the piece that was blown out. They would heat up the block and piece till its glowing red, and the welder would have a fire suit on, he would weld up the cast iron block and piece back together. After cooled down, they would grind the weld smooth, spray paint the block to like new conditions! The engine would be completely rebuilt, and tested, before sent out to customers. But the heating of the block was time consuming, and extremely hot, it was called the oven, where they welded the block.
Cummins 5.9 is like a national engine in India. But most of them come with a A pump or ve. We also have 24v 5.9 with ve pump and common rail. BTW it's possible to install sleeves by boring the block. Most times use a boring bar with block still installed in the truck.
Had one spin the crank gear on the shaft, sheared the woodruff key right proper. Pulled gear, reinstalled, welded it to crank and sent it. Love the video, and yeah, just hoping that parent sleeved 3126 going in my truck stays good. Keep it up Rich!
@@Seth_Stewart nah its gotta be something crazy and over the top. They already have a 6.7 duramax in a Camaro so you gotta beat, or match it lol. Preferably beat it... but an 8.3 in a demon would be pretty damn near impossible I think.
Anyone confused about the water filter coating and pistion slap section? The pistons cause vibration in the wet sleeve. Vibration in the sleeve with coolant surrounding it can cause cavitation in the cooling system. One inceasing heat because of the lack of coolant, but also cavitation is extremely abrasive. I didnt put 2+2 together until now why coolant filters were actually a thing. They arent solely filters, they are a constant additive into the cooling system to coat all surfaces to provide a film to be worn in the case of cavitation. Thanks for the info Deboss Garage!
I love these videos. Every time he shows something cool, I get a stupid idea I’m ready to google, then before I can he already knows I thought of it and tells me I really shouldn’t do it, and why.
I’m the assistant service manager (basically manage the service writers and shop infrastructure) at a large diesel shop, I come from being a master auto tech so I know how Diesel engines work and understand it all and could repair one, but im behind the curve on common issues with these engines and the techs give me a ton of flack for it (Then I remind them who rebuilt there wife’s transmission or made a brake line for their truck and we’re even) but these videos make me surprise the guys when I know the common issues or the way things are set up and I absolutely love it.
Just bought tst products fuel plate #5 that supposedly bring me 300 lbs of torque extra for my RV. WOULD YOU THINK ITS A GOOD IDEA. Or am I making a reliable engine unreliable. Is it gonna take the extra power
The US Military used the 8.3 in the M939 series 5-ton trucks made by AM General. The rated horse power in that application was 240 hp. The 8.3 was significantly lighter than the NHC-250 the 855 cubic inch NA engine that it replaced . The weak link with the engine in military application is the water pump and the steel line used for oiling the turbocharger.
You are correct,but the M923A2-M943A2 was not made by AM General,all of them were manufactured by BMY Division of Harsco actually.The M923-M943 and M923A1-M945A1,which had the NHC-250 were the only ones made by AM General,the A2 was only for 1987 to 1994,the first M939's and then the A1 go as far back as 1982,the A1 came out in 1984/85.The NHC-250 was also the only engine ever used in the M812-M820,for 1969 to 1982,and they were all manual,they did not have Allison Automatics in the M809 trucks like the M939 trucks do. Those trucks also had errors with rusty springs in the Overflow Valves and some of them not having Hydraulic Hoses,which were always better for them.For the most part,they had issues with the fuel systems in the long run.
What a superb tool, the best design sleeve puller I've seen. Would have loved to have that 20 years ago when I was the kid under the engine eating anti-freeze :(
Blatt Ferenc my dad has 4 OM617 diesels on his property, not including the one in my brothers 300 CD. He LOVES them. Even has two swapped into other vehicles
