CPLs

[Poundtowne]

[/font]Is there any correlation between the CPL of an engine and the liner size (ie 150/152mm) and if so is there a way to look up the actual parts in the critical parts list so that we can order the parts before we pull the liners?

[Rawze]

(09-29-2021 )Poundtowne Wrote:  [/font]Is there any correlation between the CPL of an engine and the liner size (ie 150/152mm) and if so is there a way to look up the actual parts in the critical parts list so that we can order the parts before we pull the liners?

Pre-ordering a overhaul or bearing kit before-hand could be a complete waste of moneys and time + shorten the warranty of the components by however long it sat around as well.


* There is no way to tell what liners are needed for a particular engine until you pull one out and measure it + see what color liner o-rings it has. The odds are 60/40 on them. 60% its the 150's, 40% its the 152's .. and it has nothing whatsoever to do with what tier engine it is. I have seen plenty of engines with 150 and 152 liners all the way from 400hp to 600 hp.. its a crap shoot.

* There also is no way to tell What size rod and main bearings an engine has until you pull every single one of them and check them all for the correct part#'s. About 80+% of the time, they are standard size .. BUT ... There are many engines running around out there with either under-sized or over-sized rod and/or main bearings in them. This bites many a mechanic in the arsse when they take out all the bearings for the crank and do not verify them as they come out ... then wonder why the engine spins a bearing after .. or cannot make proper oil pressure.. and sometimes even snap a crank, after an in-frame .. Cummins randomly will use an alternate size rod or main bearing in an engine without any warning.. and this can be even within the same engine.. one cylinder can have an alternate size set .. or sometimes the whole engine .. or maybe only 3 or 4 cylinders ... It is a complete crap-shoot and the only way to ensure you have everything right is to verify the part#s for each set as they come out one at a time.

* there is also no way to tell if you have what is known as "Crack rods" or machined 2-piece rods. Most older engines have the 2-piece machined (preferred) .. but a lot of newer engines have the cheaper cracked rods.. and many a mechanics hate them... I don't blame them. They are super easy to damage or not get mated 100% when messing with the cracked rods.


So ... there is no way to pre-order an inframe kit.. unless you willing to eat the cost of a set of alternate size liners if you ordered the wrong ones. There is not guarantee that a standard set of rod and main bearings is gong to be what belongs in the engine either... and there in no guarantee what kinds of rods you have.

THE ENGINE HAS TO COMA APART to tell exactly what you got there.. and EVERY SINGLE PART VERIFIED INDIVIDUALLY, especially bottom-end bearings, as it comes out of it as well.

Sometimes you can pre-order an overhaul kit, and then exchange the liners if they are the wrong size.. but you will have to verify this with the OEM that you purchased the kit from. Sometimes they will exchange liners out of the kit.. but often they will want the entire kit back (unused) and exchange the whole damn crate 'for their inventory purposes' instead.

What someone has to do is verify that BOTH (150 and 152 overhaul) klits are readily available, and then take the engine all apart.. verifying every single component part# one by one ... especially the lower end bearings, and as well, the liners as they come out, marking exactly where they came from into those parts + checking the part# themselves, etc. ... before ordering any overhaul or bearing kit(s). - This is simply how it has to be done.

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(rumor from a red engine employee years ago) ...
I was told years ago that parts are random inside these engines due to how they come down the assembly line. If the assembly line runs out of the smaller size liners, they will simply machine the blocks out for the bigger ones., or perhaps they will also machine the block out for larger parts if there is a defect in the casting that they want to machine out of the block.

I was told that if the crank is/gets scuffed or has any slight defect, but the issue can be machined out of it ... then they will machine out the defect from the one lobe (or several if needed) to fit it with an alt-size bearing in the engine. - This used to be a lot more common, but is not so much these days.. but again.. you can never tell until you take your engine apart.

I.E.> From what I have gathered,... They are not gong to throw away an engine block or crank,. or other expensive component if there is any way to machine the defect out and use alt-size parts in it. Because of this, as the end user trying to rebuild it.. it becomes a hassle (or nighttime) if your not really diligent and careful as it comes apart.