(02-18-2019 )NoTime Wrote:  ...
what’s up with the head being different?

...

(02-19-2019 )NoTime Wrote:  Ok so looks like a new head for rebuild. Hope it doesn’t crack. Lord of guys putting on new Cummins heads have had cracking head issues shortly after rebuild

(02-19-2019 )NoTime Wrote:  I’ll take some pics as it’s going and keep everyone updated. I’m going to talk to my builder this morning about maybe taking my head to machine shop to be redone instead of getting a head proned to cracking.

But yes everything is the same between the two engine numbers except the head and turbo and of course programming. Which he can put in the new files for the new hp and torque but going to need to find someone else for some demandate work.

(02-19-2019 )Rawze Wrote:  

(02-19-2019 )NoTime Wrote:  I’ll take some pics as it’s going and keep everyone updated. I’m going to talk to my builder this morning about maybe taking my head to machine shop to be redone instead of getting a head proned to cracking.

But yes everything is the same between the two engine numbers except the head and turbo and of course programming. Which he can put in the new files for the new hp and torque but going to need to find someone else for some demandate work.

only time I see heads cracking, it is bad install or (most often) bad de-mandate programming + ignorance of some sort or fashion.

I would NOT recommend using the old head if it has more than 450k miles on it,. and CERTAINLY would not recommend it be re-worked,.. buy a brand new head,.. do thigns right, use all OEM parts and make it into something reliable instead of something to brag about.-- Personally, i think what your doing is a large waste of money,.. all the extra expense is typically not worth it... new injectors (more than $7,000+ with no cores to trade in), new cams(another $3,000-$4,000 extra), and other things that run the cost up unnecessarily,.. for what,.. a few ft-lb of torque? -- Not worth it. - A person would be much better off simply using a 500-series VGT (turbo from a CM871) on the mid-tier and using only the larger parts that were going to be replaced anyways. Not worth an extra $10,000+ for only a few more ft-lbs,.. the mid-tiers have no problems making 550-600 hp at 1750 or 1850 ft-lbs torque all on their own, especially if you put a 500-series VGT on it. 2000+ ft lbs on a CM2350 only serves to mostly shorten their lifespan, as all the extra torque is only in the liner-abusing 1100-1200 rpm ranges any ways.

I got a better idea,.. simply re-gear the equipment for its intended purpose instead of making the engine (the most expensive component int he drive-train) work harder. That would be the appropriate solution above all else in most situations.

that is what i think about such endeavors,,. I am not a fan of big hp at all, but better fuel mileage + profits you can keep ... Most people are not in business to see how fast they can go up a hill, though it seems to be a disease of some sort that gets into some of them. Most ppl i have met, at the end of the day are in business to deliver freight safely and with the least long term operating costs possible. -- The path you are on with this seems very strongly that it is neither of these. If that is the case, you need to take your conversations to some other forum or to social madia where you can brag about butchering that thing to hell and back all you want to,.. because I have little tolerance for such things here.

(02-19-2019 )Rig Wrench Wrote:  Please excuse my ignorance. But how are people installing the heads to the point of cracking? I’ve seen some with cracks between valves and a couple times at the injector hole, but all had over 500k miles on em. Maybe improper torque sequence or maybe debris on the deck surface?