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Iowa | Basically fix stuff until you need to go deep into the engine for other reasons. Such as; lots of blowby WITH excessive amount of oil consumption, or blowby that is puffing(broken ring), or a cam follower/roller lifter failure that causes you to pull the cylinder head and the front cover and radiator to repair those items, or a dropped valve. I've seen engines with lots of blowby(that is steady) that perform fine on a chassis dyno test, IF you can live with the oil consumption, then just run it. Sometimes the deal breaker is a engine with 980,000 miles in a truck that is really beat up, and it has a cam follower failure. The require repair for this situation is probably = In-frame overhaul, cam, all 6 updated injector followers, 2 cam follower shafts(probably galled), some replacement valve cam followers, some eroded valve bridges and rocker arms, at least one reman injector(on the same failed cylinder as the cam follower), probably clean radiator and air to air cooler at this time(while they are out of the chassis) $15000-$16000. The truck isn't worth it, even a bare minimun repair to fix the misfire(cause by the bad cam follower/cam lobe) was too much for the fleet owner, they just sent the truck to auction with a misfire in #2 cylinder. Mileage really isn't all that good for judging TIME of overhaul(too many variables) Mileage does help on preventive maintenence schedule. C-12 might get to 1.2 million miles on an over the road application with 2 drivers and the engine runs for 16 hours daily, but it will never get 1.2 million miles in a dump truck application pulling at full power 40-50 % of its running life and going thru lots and lots of heat cycles and many more cold startups. | |
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most miles out of a c12 cat
