That's nice. Factory install?Brakes won't return to rest.
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Yep. Brand new.That's nice. Factory install?
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Yep. Brand new.
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If it were mine, yeah. Liability blah blah blah.Just take some meat out of the u bolt? Lol
I gotta quit hauling $1 freight. Saving up for LingLongs.
Surely not a recap.
No, lift axle tire original to the trailer from 2011. Had a hard life. Had a valve stick a time or two and dump the ride bags without shutting the brakes off and fill lift bags. Was mostly round except for the flat spots.
And people ask why I have lift kits on every trailer axle, that’s why.
I would assume it would stop almost all the issues. It becomes deckplated with that setup so like the super stock pickups the Cyl explosion is happening in the 1” plate and not being contained in the block. The longer rods keep the side load off the liner. All the pressure is up and down and obviously it’s splitting where the head bolts stop. They’re not blowing out the side of the blocks. I haven’t heard of much Cyclone Machine has come up with that didn’t work.
But according to the European mouth breather they’re only making about 800hp and a stock D12 Volvo can do that with TDI turbo.
I would assume it would stop almost all the issues. It becomes deckplated with that setup so like the super stock pickups the Cyl explosion is happening in the 1” plate and not being contained in the block. The longer rods keep the side load off the liner. All the pressure is up and down and obviously it’s splitting where the head bolts stop. They’re not blowing out the side of the blocks. I haven’t heard of much Cyclone Machine has come up with that didn’t work.
But according to the European mouth breather they’re only making about 800hp and a stock D12 Volvo can do that with TDI turbo.
No triples in Quebec a couple of years ago, it was not even B model but C15 or 18, whatever.I guess I didnt think of it becoming a deck plate engine with longer rods. Makes sense.
But I was thinking the issue was the amount of manifold pressure these motors were making that caused the failures. As you mentioned the breakage seems to be at the bottom of the head bolts in the cam bore where the block is the thinnest. This failure doesn't seem to happen to any of the single turbo motors, just the three charger motors.
Longer rods make more peak cylinder pressure, turbocharged engines should never use long rods.
Just use Volvo block and never have problems again, Cats are just crap.
In the pictures C18 after one season. Not a single pull without some kind of mechanical failure, head gaskets mostly, finally block gave up. Now they forget Cat, next season propably Fiat V8.
No triples in Quebec a couple of years ago, it was not even B model but C15 or 18, whatever.
Longer rods make more peak cylinder pressure, turbocharged engines should never use long rods.
Just use Volvo block and never have problems again, Cats are just crap.
In the pictures C18 after one season. Not a single pull without some kind of mechanical failure, head gaskets mostly, finally block gave up. Now they forget Cat, next season propably Fiat V8.
Longer rods make more peak cylinder pressure, turbocharged engines should never use long rods.
Just use Volvo block and never have problems again, Cats are just crap.
In the pictures C18 after one season. Not a single pull without some kind of mechanical failure, head gaskets mostly, finally block gave up. Now they forget Cat, next season propably Fiat V8.
**** tuning can be contributed to most C18 rod failures in a performance application.
You mean D16 Volvo? It only makes sense really, I mean from the US sled pulls to the Canadian truck drags the Volvo is just simply dominating. You can't sling a dead cat without hitting one going down the highway.Must be why falkner is buildin and swappin in a c17oke: