Helping Waterloo out with an inframe ...

[Rawze]

(06-12-2018 )C12H23 Wrote:  No doubt.

I'm curious what their excuse will be for this, if it's happened to others, and if it's possible that it could have contributed? Doesn't the 600 use a different liner?

I heard somewhere the higher HP ISX uses a 152mm liner, and the others a 150, or something to that effect. If true, I would imagine that would contribute to the failure.

I found this Service Bulletin

Actually your incorrect...

I have seen 400hp engines with 150 liners AND 152 liners.
I have seen 450hp engines with 150 liners AND 152 liners.
I have seen 500hp engines with 150 liners AND 152 liners.
I have seen 550hp engines with 150 liners AND 152 liners.
I have seen 600hp engines with 150 liners AND 152 liners.

It is COMPLETELY RANDOM! what liners you have in your engine and cannot be determined until you pull the head off the engine and measure the top [of the narrow area where the o-ring is].


-- The 152 liners are intended for the qsx/qsk engines and the block will be machined as such, but by the time is leaves the factory, that block may end up as an ISX depending on demand.

Mr. Hag's shop recently reported that roughly about 30-40% of all the ISX engines he rebuilds have the 152 liners instead of the standard 150 liners. It is very annoying because you basically can't order the correct overhaul kit for an ISX until the head is off, engine HP rating has nothing to do with it at all.

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Some recent measuring and testing has revealed that all of the Anti-polishing kits RAISE THE COMPRESSION RATIO in all model ISX's that they are put into. This means LOWER BOOST is required on Cm871 engines with these kits by about 2 PSI to offset this.

The high HP ISX kit compared to the lower HP kits have THREE COMPONENT CHANGES in them. They are..

1) The pistons themselves -- The higher hp kit has a lower compression piston in it with a bigger bowl in its middle. ALL OTHER COMPONENTS INSTALLED INTO THE BLOCK are the same. Liners, cam, rods, etc.etc.etc.

2) The injectors are different. The higher HP injectors have a different loading angle, therefore requiring a different injector cam and different programming to operate them correctly. The injector spray angle and such is set up for the lower compression pistons of the higher hp models. I.E. -> The programming MUST MATCH THE TYPE OF INJECTOR YOU HAVE and the injector cam needs to match too.

3) The injector cam is different, as stated above. The injectors and injector cam need to be a match for each other. If there is a mis-match, it will still run, but the higher fuel capacity of the bigger injectors will be somewhat lost.

-- If anyone wants to know, just ask Waterloo,... he just went through this nightmare of mis-matched parts because the stealershit did a horrible job.

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IT ALSO is completely random what crank bearings you have too. MOST of the crank bearings in them are the standard size, but you cannot count on this until you pull them and inspect them. Crank bearing size can also change within the same engine from one cylinder to the next.