LMM: LMM with 222,000 tear down rebuild
- Thread starter malibu795
- Start date
I'd be driving something totally different if I had to put 4 engines in the same truck... just me though.
Untill you start being down for emission reasons or whatever. Who wants to bet their income for next year on weather or not the 17s will be full of bugs or a lemon. These decisions are a lot easier for us to speculate on when it's not our business that's on the line. Gotta respect Adam for making a plan for his business and following it through as far as he has to try and make it work.
Sent from my SAMSUNG-SM-G900A using Tapatalk
Sent from my SAMSUNG-SM-G900A using Tapatalk
x2, it is his choice.
I think I would probably do the same thing (but with the much sexier 2003-2006 body style :hug
. It is better to have something you are responsible for than to have something constantly in the dealer. Heck, my 2013 Chevy Cruze has been to the dealer an annoying number of times, and there is almost nothing to go wrong on that base model car... yet it went wrong anyway.Going back a few posts, I believe Wagler heads were only having cracking problems on really high output engines (> 1000 HP) when sled pulling. I just put a set on my truck, and they look to be WAY beefier than the stock design. That being said, I would think really hard about staying stock. At ~425 RWHP, they won't provide any benefit, and if you can save money going stock, might as well. But if you need the tax write-off, or it is really about the same price, they are nice heads.
While i like the lml as much as anyone.. ive had enough problems with non emissions truck to even begin to think about the added complexity of dpf/def systems.
Ive ran def trucks when drove semis.. F-that they cost me money as a company driver.. 70% of shop time was dpf/def related on a 150 truck fleet
Ive ran def trucks when drove semis.. F-that they cost me money as a company driver.. 70% of shop time was dpf/def related on a 150 truck fleet
Uh, yeah, coincidence because they bumped the output up 60hp.
17-18:1 with 410rwhp and your tuning (who knows what that looks like) is a terrible idea regardless of anything else.
Its my understanding the low lift air flow ranges of the wagler heads walk away from OEM cast heads at the same ranges.
On a .500" lift cam.. the valves spend more time open between 0-.250 than .250-.500"
Add a set of heads that have substantially more air flow at low lift would make a big difference
Uh, yeah, coincidence because they bumped the output up 60hp.
17-18:1 with 410rwhp and your tuning (who knows what that looks like) is a terrible idea regardless of anything else.
HP was going up regardless
Why didn't they drop CR between lmm and LML? Hp bump there to.
We haul everyday. Not to sound like a douche, but this is a decently sized company, it's much better to be down for a day with warranty problems verus 2-3 weeks with popped motors. This is a easy decision for us. Of course everybody has to take into account their own situation. But for the most part, new equipment is far more reliable.
Last edited:
Current Diesel engine engineering trend is lower CR. Efficiency is gained thru lighter compontents and less internal friction. Also When high static CR is used, ignition at tdc is very inefficient due to poor air/fuel mixture. You have pockets of Rich AFR and lean AFR.
But that is a discussion for another thread.
But that is a discussion for another thread.
Increase vlv overlap on the camshaft would have a negative effect on CR especially on startup
If it cost $5000 every 70k mi for engines we are arguing over 7 cents a mile. Not to mention the 5000 gets wrote off. Not stressing about carrying $60,000 in debt year to year is priceless when riding around alone and have plenty of time to think.
I see the the tax benefits for larger companies to lease or buy new, but Adam is a one man show. Once he figures out how to make these engines last in a paid for chassis 200k he is golden.
Those bearings looked worse than my unknown millage LB7 (had over 220k in 2011) that used to pull a cut down Reitnour flatbed semi trailer all over the mid-west. Then was used as a service truck weighing 12k+ for a few years. Finally blowing HGs and still being daily driven with a 325Gal spray rig for a summer.
CR or timing has to have some kind of factor in how beat up they look.
I see the the tax benefits for larger companies to lease or buy new, but Adam is a one man show. Once he figures out how to make these engines last in a paid for chassis 200k he is golden.
Those bearings looked worse than my unknown millage LB7 (had over 220k in 2011) that used to pull a cut down Reitnour flatbed semi trailer all over the mid-west. Then was used as a service truck weighing 12k+ for a few years. Finally blowing HGs and still being daily driven with a 325Gal spray rig for a summer.
CR or timing has to have some kind of factor in how beat up they look.
Right... But you're not considering the down time. We can't call our customer and say your parts (that you need right now) won't be on time because our truck is down for repairs, it will be a few weeks before its running again. We would be out of business overnight... There is a lot of things to consider, of course. But down time is HUGE esp when you take it to the next level with regard to size of company and your brand recognition (word of mouth). IMO
Just trying to show the flip side of the coin
Dirt most likely came from deleting the aux oil cooler system on the side of the road at 0dark 30. after a main line got a hole in it and put vast majority of oil on the trailer
Is your oil filter pre cooler then?
Lower main bearings will also get beat up from too much timing, but IMO would take more than what you had posted that you're running now.
Right now I think your best bet is new rings/ bearings and hit it with a precision hone, get pistons recoated, put that new cam in and hope for the best.
And with running that much main timing in the midrange, maybe try to reduce pilot timing and see how mpg/ egt compares.
Lower main bearings will also get beat up from too much timing, but IMO would take more than what you had posted that you're running now.
Right now I think your best bet is new rings/ bearings and hit it with a precision hone, get pistons recoated, put that new cam in and hope for the best.
And with running that much main timing in the midrange, maybe try to reduce pilot timing and see how mpg/ egt compares.
Right... But you're not considering the down time. We can't call our customer and say your parts (that you need right now) won't be on time because our truck is down for repairs, it will be a few weeks before its running again. We would be out of business overnight... There is a lot of things to consider, of course. But down time is HUGE esp when you take it to the next level with regard to size of company and your brand recognition (word of mouth). IMO
Just trying to show the flip side of the coin
Guea thats part of the benefit of being part of a larger company
Also i get the block/pistons/rings all on same service cycle make a difference as well