I have a c18 in my semi with 625hp acert turbos. Custom built radiator, cac, custom ecm tuning. Lipe 2800lbft clutch. High torque 13 spd halo trans, 3:21 rearends. I run 1225 rpm @ 65mph. Gets around 6mpg. Hp at wheels 719. Torque at wheels 2800lbft. This was at 32psi boost. Dyno didn't have enough power to pull engine down. Truck will make 58psi of boost on road. I've got about 300,000 miles on it so far. It's fun to drive!
My hats off to you man, that thing sounds wicked, I always kinda wondered where the truckers are that like power besides a nice looking truck. I’m sure the stacks of cash and time invested would horrify an average car guy, the price of a truck alone is staggering😬
I have a c15 tt with tune on it that puts out 850hp and 2350tq. Other than the tune it is stock. Other than a few air to air clamps getting loose ive had zero issues. These motors are a beast
I loved this one, I love messing with perfectly fine running "stuff" . . . the mad scientist in me was having a ball. I have heard of people running the marine stuff "on-road" to get the big #'s. PLEASE DO MORE ! It don't hurt to throw these HP episodes in between regular programming for a change from time to time. Keep up the good work !
@James Wright yup, I have heard about the KT Monsters and how they just love to punish everything backwards from the flywheel when the driveline components are not up to the HP and Torque dished out. Carry a big hammer, use it wisely . . . 😁
I used to work on marine diesels , the “recreation” versions make a ton of power , a stock 315hp 6BT will build around 50 lbs of boost , same with the cats , mans , yanmar ect . When you have the entire ocean to cool it down you can make power , on a 6bt making 50psi I’d boost the charge air leaves the turbo around 350f then goes to the sea water cooled “inter cooler “ goes into the engine around 90f , that much temp drop is practically impossible with and air to air charge air cooler
Every engine can produce huge HP,, for a short time,, Like you said tho,, Marine engines have all the cooling in the world using water jacketed exhaust manifolds. Cat 3500 mechanic , retired .
my dads old truck was a c - 15 set to 850 hp, it was putting well over 700 hp to the ground and doing 160k+ in the mountains it never failed, with 4:33 rears it’d pull a mountain and a half
Back in 2005, I took my Brand New Peterbilt to a Good friend and had him "Work" on my truck. Now, I'm a Heavy Haul Trucker or was until 2010. Anyway this Guy has an "Green Thumb or is a Wizard" on Cat Motors or he was until he passed. He used to make around 925 Hp back then. And, as a Heavy Hauler haul'n sometime 1,000,000 lbs. I needed all the power I could get especially in the mountains. I Never had any problems to speak of with any of my motors he worked on, Never❕ I found out bout this Great Cat Man many years ago and he worked on all my trucks since back in the 70's. He lived in El Paso and was not a certified Cat mechanic. He just knew them Inside and Out.
what so you mean? I am Home AH. Google Big Loads.....there are even Bigger loads. Some of the big Transformers are heavier than that. You don't Know what you're even doing or talk'n bout...........
Ex-Law Enforcement the Cat 797F weighs something like 200 ton and it’s the biggest dump truck in the world. You are telling us that you carry 2 1/2 of those on a daily basis?
The Chassis only weighs in around 475,000 appox. on 1 of these pieces of equipment (797) they are shipped tore down from where we would pick up one of these usually in Long Beach, Ca. at the Port there. I hauled alot of LE TOURNEAU equipment like the L2350 and other rubber tire loaders and some of their other equipment too. We was setup with them to haul alot of their stuff. I wish I knew How-To or even IF I can send a picture or two in here and show some of these loads and just some of the axles under my trailer and the other truck that hauled alot of the equipment on it. Always had a 2nd truck to haul alot of the axles and trailer parts for these loads. My empty weight was well over 100,000 lbs. (Depending on how my trailer was setup for a haul could be more or could be less) Empty so I couldn't haul anything on my rig (Anything over 80,000 is what is Max weight). My Haul truck was always permitted even when empty. All the other stuff had to be on atleast a 2nd truck/trailer and sometimes there was 2 of them to haul equipment for a special load coming up to haul. This may sound like a bunch of Mumble Jumble IF a person don't know much about the weight limits and all this stuff. I didn't mean to mis-lead anything here. After my stroke and heart attack in 2010 I've never been quite the same especially at my age now-a-days.
Seen a lot of C-18s mostly on oil field equipment, every once in awhile I have seen a hand full of trucks with a c-18 under the hood (spec. that way). Usually with 3 drivers and a couple tag axles as well.That was for very heavy loads like coil tubing units ect.
We call em big bore kits. Turning a c15 into an 18. We do it often for top drive hydraulic power units when we wanna junk those mtu's. Weve got literally dozens plus c18's. Biggest factor and hurdle puttin em on the road is keepin it cool. Another reason they make tons of power is turbo set up is highly efficient. Drilling company i work for has probably the widest variety of big diesels used. Weve got c 15, 18, 32, 176, mtu's, waukesha's, cummins, deere, big ol perkins, used to even have an ol purple people eater allis. Sad that it slipped through to get scrapped.
3406 c is the old mechanical version that made an easy 625 to 750hp on average. I know they're capable of more being they were industrial and marine engines. Got one that'll be goin in a 75 359 pete once a bell housing is machined up.
If Jpaydirt hadn't just spent all that money converting his 3406 twin to a C15 single turbo, I'll bet he would give it some serious consideration. Would love to see him pull his earthmovers around with 900+ HP....awesome.
We already do this! Good video, but old news! Guys been doing this to 6nz and MBN engines since yrs ago. Jay didn't want to call the Man behind all this that was the Go To guy on the forums back in the 2000s. He decided to go with that stupid turbo gimmick and Pittsburg Power that just rebrands everyone else's parts. Lol we all learn some how. Weather it's right or wrong, the truth always comes out.
stupid turbo gimmick? WTF man! you sure do have a hard on for PP what gives? your statements are pretty broad and lacking in some factual substance, I've found Bruce to be a very honest person who has built a business from the ground up, I asked you to call me and you never did, this guy you keep talking about, I can't find his business all I know is his last name, Bruce stopped by on his way to Montana and has bent over backwards to help me, I've met some of his employees who are also good people, I have met a lot of really great people thru my RU-vid adventure, including Josh, but I'm always perplexed by those who want to tear down others, " We get more done when we work together" Bruce said that, and it's so true,
Kwmike-D that's funny since I love by Pittsburgh power seen Bruce man times have watched them build there turbos design exhaust systems manifolds and more....yet he is a RIP off...yea he went from ecm programming to power boxes. Why simple. Does the same job, allows for multiple settings and can be removed prior to factory services. Where as ecm flashes get removed and set back to factory when in the shop....so try again
I have a customer who did exactly what you described with a c15 using marine c18 parts and creative programming. His dump truck spits out a transmission every 6 months. I wish the comment section would let me post pics of an Input shaft sticking out of a clutch at a 30 degree angle and a pile of part numbers that fall out of the bell housing.
I have a C15 6nz with a c-18 camshaft it also has a bully dog turbo and programming and makes about 700 horse at the flywheel almost 600 horse to the rear wheels I have a high torque transmission have run the engine in this truck for over 400,000 miles and the biggest problem that I have in the summer when it's hot cooling the engine can be challenging I have installed water injection from sno performance and this has basically eliminated my problems and I love it
Marine application engine's have one big advantage in Being able to pour fuel down the engines throat in they have an endless supply of cold sea water to keep them cool.
Hello There, our local ferry uses 2 C18s rated at 600 horse each they use a single turbo. The engineer told me they were originally 1000 horse each, but had problems with metal spalling off of the cam lobes for the injectors. I have noticed that IPD supplies a 17 litre kit for the C15. I currently run an Accert C15 in my log truck with around 27000 total hours on it, 7000 of that after a major overhaul. Thanks Michael from Sunny Sandspit.
Just make sure the c18 has solid pistons. The earlier c18's had a lot of problems with the pistons and orifice in the turbo cartridge. We had one in a D9T.... Didn't go well in the beginning, but as always Caterpillar sorted out the problems
Morton Thiokol plant, where they made/poured, the propellant for the Shuttle Solid Booster Rocket Sections. There are a number of RU-vid Videos about it. Cheers
We have a couple of C16 with over 1000 hp and never had a running gear failure, it would be drivers error, I personally have a 3406E with C18 cam injectors and tunning never dino but, guess over 800 RWHP had never had any failure either my trans is a RTLO 16713a, never a single issue due to higher HP, so if you do have any drive train problem with hi hp get rid of the driver or learn how to drive properly. all this while getting over 8 mpg on Florida flat ground, dump truck with 70,000 lbs loads.
@@stocks4bt Around 70 to 75 sometimes 80 in west Texas. I don't know why but for some reason the faster I go the better my fuel mileage is. The guy who tuned my truck says the whole point was to get your turbo to spool up a lot faster. The faster it spools up the more it helps out the engine to get moving.
Nice video as always, I finally took my C-13 in for a new head and all gaskets for $7,700 at Yancey. Had too much pressure in coolant tank and was smoking out of it too.
no 1 problem all cats, before you do anything check the counter bores caterpillars biggest problem do that first beforw you do anything,theres where most problems evolve from
destruction of the week .. i had one similar to that... 3406 in a D8N bulldozer. it kept breaking the oil pump mounting bolt OFF... 3 TIMES! i was the third guy sent out to do the job .... i pulled the engine to find out why ... the ONLY thing we found was that the PILOT BEARING in the center of the flywheel was completely shot... these dozers have torque converters in them, but they still use a pilot bearing to steady the torque converter ( i assume because its so heavy ) the best reason i can come up with it ( why it was doing this ) was ... harmonics ....??? i replaced the pilot bearing and put new oil pump mounting bolts in .... been running great for 3 years!
The swap idea is cool for guys that are building novelty show trucks. I’m not a commercial truck driver but I’d love to have a personal use show truck making big power so thanks for the discussion
Hey Josh, it's true this subject is the same as any hot rodder. Take a 5.7l bore and stroke it to 6.0l. I would be very interested to hear more about the c18 in factory form. Also what are the differences between the on highway motors vs the marine engines? Just epa regulations? Or can they keep the engines cooler because they are sea water cooled and the fuel/boost can be turned up more safely? I think those subjects would be a good video to add to this one. Thanks for what you do! ---Joe
figifister cooling capacity is the biggest reason, that has always been a hindrance to highway engines. Not that they couldn't have found a way to keep them cool, it's a matter of keeping the engine cooled for the cheapest possible (or at least in budget) production price. Emissions regulations are a factor as well, however those regulations tie back into cooling as engine temp is a major factor for NOx.
Marine Engines generally have water-to air-aftercoolers as opposed to air-to-air. Charge air temps are much cooler allowing for more power to be produced (higher boost/more fuel/lower in cylinder temps)
Generally marine engines run external water for there cooling. Which allows cooler cylinder temps since there not recycling water though a radiator to cool the coolant.
figifister The biggest reason that marine engines can run more power (even the two stroke Detroit engines did this , 400hp+ 6v71) is that they don't push against anything solid.
I know two local truckers that are running C-18s that were 15s. One is tuned to 1100 Hp the other is being broken in at 960Hp. Both used 6nz blocks. Custom tuning to the fuel delivery and so on but no problems. One claims to be averaging six mpg.
I love it! Finally someone touches on the horsepower side of things! Would it be possible to do a video on what it takes to de-acert these dual turbo motors. There’s a lot of talk on some forums but it always ends with we can’t talk about this and the post gets locked like their balls are in a vise or something!
There's a guy out in Idaho who got rid of his compound (twin) turbo setup on his C15, and went with a single Switchblade Turbo. That and a few minor updates/tweaks, and now he's got it to the point where it pulls better, works better, no black smoke at all.... Go check out JPaydirt channel and look back to about 2-2.5 months ago. He's documented it all over several videos. He'll also be taking a single turbo off of an (older) D-9 and putting a Switchblade on that, too. He even solicited some advice from Josh about the C15 and going from double to single turbocharger, and Josh was kind enough to do a little video full of info and advice for Jeff, included in one JPaydirt episode.
kickincain Google is your friend, all this info is out there. No need for a overpriced Switchblade that nobody is gonna see. U could do just as good or better with stuff guys have run for yrs for half the price
to de-acert these engines you need to tune the ECM and de-adjust the VVA valves , but I would keep the twins, they had nothing to do with the problems these engines had, actually twins are much better than single for low end torque, hi hp and fuel economy all this is related to the twins, now if you're going to replace the twins they are going to cost about the same as replace them with a single, but you would lose that low rpm torque that will provide the MPG at cruising speed.
Stan Patterson I’m familiar with Jeff’s channel, I followed his progress throughout the turbo swap! I’m not saying acert motors are bad motors they just don’t work well with what I do from a day to day basis. When your pulling 84-90k up hill all day long into a head wind they just don’t run cool enough to keep from tearing themselves up and by the end of the day it’s a fight to keep the egts and water temp down. This is my second acert motor and there will not be a 3rd. I’m a die hard cat fan but these motors are absurd. Thanks for the info and I will be considering a switchblade in my next build along with pdi and Pittsburg power!
Hery Garcia there’s more to it than just adjusting the VVA’s and programming the ecm if you want the motor to last. That’s the simplest way to do it but it opens up a whole slew of new problems mainly the head gaskets won’t last with the higher compression pistons the acerts use which are 18:1. If you are gonna de-acert one you have to step down the compression to 16:1 otherwise you get blowby and head failure which you might as well have just rebuilt the motor and saved that bit you used to de-acert the simple way. I’d just like a video to know from Josh’s infinite wisdom which parts could be used between a 6nz and say bxs that would fit without problems. Like journal size on the cam and crank for instance, just a lil more technical speaking. I’ve seen a lot of frankenmotors but most of the owners couldn’t tell you where the dip stick is let alone what was done to the motor and why!
Seen a few c18 cams put in c 15s they make pretty good power. My uncle had a c18 cam in his 6ts for awhile along with oversized injectors a s478 turbo and marine codes. That thing would haul ass built over 50 pounds of boost but wouldn’t keep a head gasket in it for much more than 100k now it’s back to stock cam 8502 injectors and heavy haul codes still goes decent and hopefully will stay together...
Pay now or pay later,, Come rebuild time you can see a high PH engine in the parts wear which in the end scheme of things more to replace when doing the rebuild, Plus most important, liner /block wear , more HP more wear, more machining needed for the block to be straighten up and shimmed. Every bobby big rigger wants the highest HP but cries the most when it comes to fuel usage and parts replacement when in frame time comes.
So what caused the c27 failure ? Coolest truck I ever saw belonged to Titan Heavy Haul from Evergreen Colorado. The owners custom Peterbilt had a 3412 - v12 cat. Bolted to an 18 speed Mack transmission,and 4 speed auxiliary trans. Engine had exhaust brake valves on both banks, because Jacobs doesn't make an engine brake for it. Also had an electric Klam sideline retarder. They had to lengthen the frame 12 inches in the front, so the hood had an aluminum extension wrap attached to compensate.
@@Kushmans45..... There most Certainly IS.... and they've been around for a Long time, and are still an available option. The Maxitorque Transmissions have been around since the 1970s and are available from 6 to 18spd configurations and can handle up to 2,100 ft lbs of torque. They are, and always have been Triple countershaft transmissions, with the 12 and 18 spd versions having four gears in reverse, just like we had with the Real twin sticks (not "today's" phony "twin-sticks" with one stick just replacing the high-low range selector on the knob). They were the "standard" transmission in the Mack Titan trucks that they introduced in 2008 until they discontinued the Titan in 2017, but still available in Australia which had the Titan first, since 1995. Know what you're talking about before you incorrectly reply to someone.
You can take a 600 like my 1999 put 3412 injectors and 3412 turbo and get 1,250 horsepower. I know it works did it on my last one put it in an 03 Pete. This one is in a 99 KW studio 3:55 18 over do heavy haul set at 650 horsepower does the job. Problem being only 119 of them built. Cat built it to kick KTE 600 Cummins butt and it did.
you are a little behind the time, i built a c15/18 mixed parts monster 2 years ago. instead of a double turbo i used one big one that full spools at my desired RPM. seasoned old school trucker driver driving it. it hauls over mountains like its running on flat ground.
Someone brought me a c15 leaking oil all over the place. The rods blew a hole in the side of the block the size of my head. The driver couldn’t find the leak lol. It would make a great destruction of the week.
I think it would be funny to make the driver do a polygraph test. It must be funny to watch drivers who say they don't know what happened, something just spontaneously blew up.
At a cat dealship I worked at we had a c15 rebuild from the main engine dealership and no one knew it had a c18 camshaft in it, safe to say the truck made it about 15 km away before it blew the exhaust stack right off the truck lol, at cats expense we had to disassemble the engine and check every part number because of that and it was mandatory to look at every cam part number after that reman engine that came into the shop
I wonder if the cam specs on the C18 are different? I had a 2005 Pete 379 with the C15 and 13-speed rated at 500hp stock, and I got a dyno tune in West Memphis, AR to 594@ the wheels. That alone made big hills almost need no downshifts. Assuming you could keep from breaking parts, a 1000hp C18 would probably be able to ACCELERATE up a 6% grade # 40 tons.
Good food for thought. Besides the bird and stroke you'd have to do some homework into the fuel system to support 1000+hp as well as camshaft profiles to allow the engine to breath. That twin turbo set up is interesting. Nice carnage this week, expensive!!
Adept Ape But fun! I did some upgrades on some Cummins engines back in the 80-90's, they were beasts! Please don't hate me for working on Cummins! LOL. I'm enjoying your channel which I found through Jpaydirt cause in my years working I worked on Cat the least and the newer electronic stuff I've never touched. I've learned a lot from you thanks.
The idler gear that drove the oil pump gear wasn't tightened down properly. Over time it worked loose and was grinding away the oil pump gear. Once the teeth were all gone the engine lost all of its oil pressure.
Our Bandit 3680 80klbs wood hog has a c18. It has twin chargers and kicks out i was told 830hp. The bandit mechanic said it is a real good platform. He also said we could get it past the 900 mark just with new tuning from a cat mechanic after it is off warranty. Got about 800 run hrs on motor and so far so good. Any way they are supposed to b solid. Would b bad ass to have c18 in one of our heavy haul trucks. Lol. In my next life.
The Problem with using Marine specification parts for an On-Road application is . A Marine application has all its Power and Torque , DELIBERATELY , put close together at the top end . Ideal for pushing a BIG Boat . Completely lacks the flexibility required , essential to an On-Road application . It will also DESTROY your Transmission in record time . Far too high a Torque Load for your Eatons and Spicers . A Volvo transmission MIGHT hold together . Maybe .
I would like to know what caused the event that happens in the destruction of the week segment. I hope you take this into consideration. Thank you for what you are doing, it is a very interesting channel. Regards from Croatia!
5:45 it is a very rare thing, but the Nissan GT-R used an inline engine with parallel twin turbos from 1989 to 2002. One thing I was wondering about was porting an polishing the cylinder head and intake manifold. Would that work? The displacement could be increased by welding an offset grinding the crank. If someone could find a connecting rod that was shorter and had the right piston pin diameter, stock replacement pistons could be used. The crank can be ground for a different size rod end, makers of V8 gasoline cranks often have Chevy SBC sized rods in engines made by someone else. Perhaps the connecting rods can be sourced from a different engine manufacturer. There is a disadvantage to building a stroker. It tends to lower the maximum RPM and engine can handle. BMW once made an M550D for Europe that had 3 turbos, two were compound and one was sequential. Perhaps the C18 parallel twin turbos could be matched to some C15 sequential twins using similar tech.
Yes what I like to know why they stop making V8 engine and went to the inline 6 I missed those V8 engine I wish they can find a way bring back the V8 motor and those Detroit Cummins &Caterpillar engine those were the good old day I wish they can find way to make those engine to be more fuel efficient like those inline 6 motor they using right now !
Hey there, been watching your videos for some time now. I have a c10 in a my day can tractor. Just curious if this engine fits into any others you talk about? I didn't see anything c10 specific. Engine year is 03' cat c10. Would like to learn a bit more about it. Cheers, Dylan
I great thought…. & appeals to the naughty boy in me 😂 But, I’m an Owner Operator running a C15 6NZ on heavy haul work (170,000 - 210,000 lbs gross) my first thought is “fantastic” then I think: is the cooling system upto it? In high summer temperatures I back out of it & drop gears to keep the engine & transmission temps down when pulling big hills (think west coast OR, ID & BC) what will more hp do to the driveline? Is there an optimum hp v practicality figure in your mind? Any tips on improving the Jakes on this engine would be appreciated. 😊
i been out of pulling one team used a diesel v8 they used other fuel sparkplugs several turbos made about 3000 horsepower the team did have to remake the heads to use fuel injected ethanol type of fuel with 4 turbos, the oil company i was working with was going into marine stuff for lube, oh by the way one run by by one set of main bearing in this v8 engine they went to the oil company oil it stopped the bearing ware! in was in a class where the frame had to be a tractor but under that cover was not a normal farm tractor motor!
Its just hard to imagine anyone converting to C18 on highway. Probably same folks who would drop a 427 into C-10 pickup. Wait . . . . I am one of those folks . . . .
An acquaintance in WI put a c18 in his w900, cost him well over 30k and only lasted a few months before he blew it up. Was an impressive truck, but in the end that was it's downfall as he couldn't help himself but to show off the power.
Engine isn't running right. Oil pressure is low. Lets get an oil sample sent off. Analysis comes back. They add a new field named chunky, and then extend it with a strip of paper.
