Wednesday was a big day here at Capital Reman as we have upgraded our block surfacing equipment and boring bar machinery. Take a look at some action shots of the new equipment being delivered.
Wednesday was a big day here at Capital Reman as we have upgraded our block surfacing equipment and boring bar machinery. Take a look at some action shots of the new equipment being delivered.
Technology continues to integrate itself in the diesel engine industry. The old guard is on its way out and 21st century technology is alive and well over at Cummins, Inc. The company announced the release of its new Guidanz mobile app which allows customers to access engine fault code and diagnostics within minutes.
The Guidanz app provides critical engine information about its on-highway engines as well as Tier 3 off-highway rated engine models. The information, once only found in thousands of pages of manuals is now available to customers a click of a button. The ease of use and real time data available is unreal. Every engine 2007 model year and later will featured on the app and be connected with authorized Cummins Dealers and Certified Independent Facilities.
The app works through Bluetooth connectivity with the engine. To receive real time engine data via your phone the ECM must be connected to Guidanz via the INLINE mini adapter or INLINE 7 full adapters. The ECM sends data to the adapter which pings the Guidanz app with an engine update report.
The data will be transmitted to the customer as well as operation managers, service centers or emailed directly to Cummins dealerships. Cummins calls the service “Immediate Assessment” The program will help Cummins read fault codes, diagnose the issue, assess the immediate health of the engine and schedule a repair time. The app will even create a work order and deliver the appropriate parts for the job to the service bay all without the customer having to do anything.
Even in offline mode the Guidanz system will still operate with a Smartphone or Tablet. The Bluetooth connectivity of INLINE will always ping the users phone with fault codes and engine status alerts. This means that even in remote locations such as an underground mine or an offshore oil rig operation managers can still access engine data and call or email Cummins at their leisure.
Cummins joins the list of heavy duty equipment manufacturers that are integrating diagnostic software into their products. Caterpillar and John Deere already have programs in place which are generating more service business for local dealerships. In the past many of these diagnostics issues would go unnoticed until a major problem arose. Now a small problem can be fixed before a major issue occurs. This save the customer time and money as well as generates a new stream of revenue for local service centers. The app is a free download available from the Apple App Store and Google Play Store and works with the iOS or Android Operating System.
A brand new diesel engine running at full load will experience a little bit of blow-by upon startup. Blow-by is a condition where diesel fuel, air and vapor are pushed past the rings into the crankcase of the engine. Correct pressure should be maintained in the cylinder chamber in order for proper combustion to occur. In a new diesel engine the rings need time to seat properly and develop an air-tight seal. After a short period of break-in hours under load, the blow-by problem should correct itself. Consequently, a proper running diesel engine should produce no visible smoke from the exhaust. If there is smoke coming from the exhaust it could indicate a more serious problem with the engine. This article will help diagnose the underlying causes of diesel engine smoke.
Diesel engine smoke comes in three colors: white, black and blue. Consistent smoke coming from the exhaust most likely indicates a deeper internal problem with the engine. A small puff of smoke during quick acceleration is acceptable with older diesel engines due to a lag before the turbocharger’s air flow can match the increased volume of diesel fuel injected into the cylinders. Newer electronic diesel engines with common rail injectors simultaneously match the speed of the turbo with the metered flow of diesel fuel into the cylinder.
White smoke coming from the exhaust usually points to one point of failure: the injectors. Usually, white smoke indicates that the diesel fuel is not burning correctly. Unburned diesel fuel will make its way through the exhaust completely unused. Be careful of white smoke as it will irritate your eyes and skin. If white smoke occurs during a startup in freezing temperatures, then goes away, it usually indicates frozen deposits of soot which expanded around the rings then burned away once the engine warmed up. The use of glow plugs during cold starts and/or the use of a flushing solvent to remove engine sludge is recommended.
• Damaged Injectors
• Faulty Injection Timing
• Damaged Crankshaft Keyway
• Damaged Timing Gear
• Low Cylinder Compression
• Damaged Rings or Cylinder Liners
• Water mixed in the Diesel Fuel (Cracked Head Gaskets, Cylinder Head or Block)
• Damaged Fuel Lines
• Low Fuel Pressure to the Fuel Pump
• Damaged or Incorrect Fuel Pump Timing
Black smoke, unlike white smoke, contains a high concentration of carbon exhaust particles. The combustion of diesel fuel in the cylinders breaks down the long chain of carbon molecules to smaller and smaller molecular chains. When the exhaust leaves the engines the byproduct is a combination of carbon dioxide and water. If something goes wrong during combustion the chemical reaction taking place is not as robust, causing long tail hydrocarbons to be left completely intact and then expelled in the form of smog or soot. Partial burning of diesel fuel results in large carbon dioxide particles as well as greenhouse gasses which contribute to air pollution. The advent of the Selective Catalytic Converter, Diesel Exhaust Fluid and Diesel Particulate Filter all helped to regenerate exhaust back into the combustion chamber to further break down particulate matter.
Black smoke is the most common smoke color coming from a diesel engine and most likely indicates something is wrong during the combustion of the diesel fuel. When diagnosing the problem the first place to look at is the mixture of air and fuel flow into the cylinders. The engine could be delivering too much fuel, not enough fuel, too much air or simply not enough air.
• Clogged Air Cleaner
• Damaged Injectors
• Bent Injector Nozzles
• Incorrect Injector Timing
• Clogged Air, Fuel or Oil Filters
• Damaged Injection Pump
• Damaged/Clogged EGR Cooler
• Damaged Turbocharger
• Damaged Intercooler
• Over-Fueling the Engine
• Wrong Blend of Diesel Fuel For Temperature
• Cracked or Clogged Valves in Cylinder Head
• Improper Valve Clearance
• Low Compression due to Damaged Piston Rings
• Excessive Engine Sludge Build Up
Blue engine smoke is the rarest type of smoke emanating from a diesel engine. The presence of blue smoke is an indication of burning oil. Blue smoke should not be ignored but is common when starting an engine in a cold weather. The oil thins out when it is cold and some could escape into the cylinder and be burnt. Cold temperatures can cause older more worn rings to unseat just a bit due to deposits found around the rings or cylinders. Cylinder glaze, or the smooth deposits left behind from the piston going up and down, can also build up over time and burn. The seal between the combustion chamber and crankcase should be completely sealed after the initial break-in period. The use of Lubriplate 105 or Molybdenum Disulfide during the engine rebuild will help the rings to seat properly during initial startup as well as burn off any carbon deposits.
• Damaged or Worn Piston Rings
• Damaged or Worn Cylinders
• Damaged or Worn Guides
• Damaged or Worn Stem Seals
• Overfill of Engine with Oil
• Damaged Lift Pump
• Fuel Mixed with Oil
• Cylinder Glaze Burning
• Wrong Grade of Oil
No matter the color of the smoke it is not something you should ignore. A properly working and maintained diesel engine should produce no visible smoke. Make sure to shut down the engine immediately if you encounter excessive smoke as further heat or load could severely damage the engine further.
In the heavy duty equipment world there has always been an unspoken battle between the OEM (Original Equipment Manufacturer) and the Aftermarket and/or Independent Dealers. The rift goes back roughly 100 years when the first automotive dealers began popping up in mass. Ford, GM, Chrysler as well as long gone brands like Plymouth, Auburn and Hudson all kept an efficient supply chain including the service department, dealership, wholesaler and manufacturer.
They made sure that car owners returned to the dealer for service and maintenance by creating OEM only parts. Aftermarket parts were virtually non-existent and the ones that were manufactured were of poor quality or were hand crafted by small service shops. OEM Dealers reigned king up until the mid 1990s when Aftermarket Parts became less expensive and the quality matched or exceeded OEM Specs. Many dealerships saw a loss of service revenue. Today in 2017 the right to repair issue between OEM and Independent Shops is an ever increasing debate.
Many customers in the heavy duty equipment industry are upset with OEM Dealers; specifically dealerships over the right-to-repair laws. The issue is that new agriculture and off-road construction equipment now comes equipped with electronic control modules that make it nearly impossible for an owner to service their equipment without going to the dealership. Oftentimes these repairs are quite costly and “hold the customer for ransom”. ECMs in diesel engines were first introduced with the Detroit 60 Series in the late 1980s but became mainstream in the late 1990s to 2000s. Mechanical engines were essentially 100% replaced with electronic engines primarily due to emissions control regulations enacted by the EPA.
New tractors, dozers, and excavators now come jam packed with electronics and computers that have the ability to shut down the vehicle and ping the dealership with machine/service data. All of this new software is also a new point of failure on these machines requiring expensive repairs.
Farmers are fed up with the high prices and slow service at authorized dealers. Going to the dealer over every little issue is getting expensive. It is affecting their bottom lines which are in many cases already tight. When a piece of equipment is sold at a John Deere dealership the customer owns the equipment outright however the license agreement forbids farmers to sue for “crop loss, lost profits, loss of goodwill, loss of equipment … arising from the performance or non-performance of any aspect of the software.”
When there is a will there is a way. Many are finding cheaper alternatives to the dealers by turning to online hacking forums where rigged software is sold to hack into the ECM devices. The software circumvents the John Deere code allowing farmers to once again work on their own farm equipment.
Hacking into the electronic components of a diesel engine is not illegal. As of 2016 the Librarian of Congress announced that tinkering with the electronic components of an engine, vehicle or equipment is no longer a violation of the Digital Millennium Copyright Act (DMCA).
The ruling allows for consumers to make modifications to the ECM for purposes of “good faith security research” and “lawful modification”. Lawful modification dictates that users cannot change or alter any software related to the emissions abatement technology. There are companies that sell DPF Delete Kits and ECM Re-flashes which are still illegal.
The ruling, which is often revisited, came about due to pressure from equipment owners stating they could no longer repair their own vehicles. The Librarian of Congress (head of the Library of Congress) ruled that by not allowing full access to the ECM Software that the vehicles are still partially owned by the manufacturer. Prior to the ruling doing an ECM Tune-up or Performance Upgrade was deemed illegal. Manufacturers claimed that their proprietary code is the businesses’ intellectual property which shouldn’t be edited, enhanced or deleted under penalty of law.
The standard OEM dealer’s response regarding the ruling is that they deem unauthorized access of the ECM Software to be a safety hazard claiming that by changing the software the equipment no longer complies with industry safety/environmental regulations. They fear parts replacements will go unnoticed thus causing potential harm to the driver. The company also stated that the dealer channel is very important because it provides trained technicians that have the expertise to work on specialized equipment at the dealer or in the field. The ECM Software works by giving the dealer remote access to the vehicle to help diagnose issues in real time which would then trigger an on-site service call. Lastly, the dealerships countered with the fact that their vehicles are indeed repairable by owners as all of the technical, diagnostics, parts and operation manuals are available to the public.
The Librarian of Congress ruling expires next year where it will be up for review once again. You can bet the debate will continue for years to come however for the time being farmers and vehicle owners are once again rejoicing a win over the old school dealership model.
At the turn of the century there was a lot of buzz around a new diesel engine being produced at Caterpillar, one that could meet the growing emissions requirements enacted by the EPA. The Caterpillar C7 Engine was supposed to be the “golden child” in Caterpillar diesel engine lineup; one that combined raw horsepower with computer controlled clean emissions. However, sometimes things don’t go according to plan. The engine was produced from 2003 to 2009 and was installed primarily in over the road medium duty class 8 trucks. All of the big players in the trucking industry hopped on board hoping the CAT C7 was going to live up to the hype. Paccar, Freightliner, Ford and GMC all purchased the engine in droves. The technical classification of a medium duty tuck is a single drive axel with a gross vehicle weight of 18,000-33,000 lbs.; mostly box tucks, tow trucks, daycabs, and straight trucks.
The Caterpillar C7 was designed mostly out of necessity vs. practicality. Caterpillar, needed to produce a new engine that was going to meet or exceed the Tier Ratings enacted by the EPA in 1994 to curb diesel engine emissions. The stricter Tier 4 emissions requirements went into effect January 1, 2004. The Caterpillar C7 was released in 2003, only months ahead of the Tier 4 ratings change, and replaced the popular 3126 model. Older CAT engines like the 3116 or 3126 were essentially grandfathered into the older tier rating requirements and did not need to be upgraded.
The CAT C7 shares many common configurations with the CAT 3126. The engine configuration was the same as the 3126 but the fuel system changed using a new engineered style known as the HEUI injector. The HEUI injector allows for multiple injections at different metered rates. Using a staged fuel distribution ratio helps improve engine combustion which ultimately reduces emissions ouput. The electronic configuration was also more robust to offer better fuel management and electronic sensors into the engine. The CAT C7 was really the first heavy duty diesel engine to offer a greatly expanded ECM or electronic computer module. The ECM is the same hardware as previous electronic engine generations just upgraded to handle more systems. Using an advanced 120 pin connection the amount of information the computer was able to process was astronomical. Other similarities between the CAT 3126 and CAT C7 include the same bore and stroke at 4.330 and 5.000 respectively. The cylinder heads are slightly different in the common rail design, still 3 valves per cylinder but there is no oil rail cast in the CAT C7 cylinder head.
The most noticeable difference between the CAT 3126 and CAT C7 is within the valve train. The front gear train is mostly the same except for the gears which have fewer teeth and a more robust design. Some speculate that the reason for the wider gear teeth is so that the gear designs can’t be interchanged with older CAT 3126 and CAT 3116 versions. The oil pump and water pump are also larger to accommodate the need to lubricate/cool more moving parts.
When examining the crankshaft and rods the common differences between the CAT 3126 and the CAT C7 include smaller crankshaft counterweights to include the lighter weight piston design. The connecting rods and crankshaft share the same journal sizes but are slight different in terms of cast size and shape. The connecting rods in the Caterpillar C7 ACERT are not forged, liked the CAT 3126, but consist of powdered metal with a fractured cap design. There are also various sizes and configuration of the connecting rods depending on the piston used in the engine.
Horsepower is the determining factor when choosing the piston configuration in the CAT C7. The two options include a taller aluminum piston with a 1.811 wrist pin for 230 hp and higher versions and a shorter 1.52 diameter one piece steel piston for engine configurations below 210 hp.
The CAT C7 includes the ACERT technology which is an air/fuel management system to control NOx emissions regulations. ACERT stands for “Advanced Combustion Emissions Reduction Technology”. Highlights of the ACERT technology include a closed crankcase breather and diesel particulate filter using CAT’s engineered regeneration technology. With the upgraded ECM the technology allows for a more precise control over the combustion cycle by monitoring the incoming air and fuel as well as the exhaust after treatment.
With the ACERT design the smaller CAT C7 models used an air inlet system with multiple traditional wastegated turbos to boost air intake flow and pressure. The more midsized hp models used only a single turbo while the larger horsepower models used dual turbochargers working in conjunction for optimal airflow. Within the design of the C7, the turbos use variable geometry valve actuation controlled by the ECM to adjust the perfect amount of airflow into the combustion chamber. This variable valve actuation also allows for the CAT C7 to offer an integral jake brake on two of the heavy duty diesel horsepower models.
The fuel delivery system on the CAT C7 is hydraulic electronically controlled unit injectors for the mid horsepower models and mechanically actuated and electronically controlled on the higher horsepower models. Both systems are metered and timed to inject multiple bursts of fuel to create a more efficient combustion cycle.
Lastly, the ACERT technology offers an exhaust after-treatment. The after-treatment technology reduces NOx particulate matter in the muffler via a spray of an oxidation catalyst agent. The after-treatment function is fairly straightforward and requires no additional cleaning or maintenance. Later ACERT technology on the CAT C13 and CAT C15 incorporated more advanced Selective Catalytic Reduction (SCR) technology, Exhaust Gas Recirculation (EGR), Diesel Exhaust Fluid and more robust Diesel Particulate Filters.
With diesel engine technology there are two rating systems to determine the average life expectancy of the engine: B10 and B50. B10 is the average life expectancy of an engine measured in miles where 10% of the produced engines failed and needed a major overhaul. Consequently, B50 is the average miles where 50% of the engines failed. With the CAT C7 the B50 rating of 450,000-500,000 miles. This means half of the CAT C7 engines had a major engine failure at 500,000 miles and needed an overhaul. According to the B Rating System an “overhaul” or “major engine repair” is regarded as removal of the cylinder heads and/or dropping the oil pan with an inframe repair. Failures or parts replacement without removing the cylinder heads or dropping the oil pan are not counted in the B10 and B50 engine life statistics. This failure rate for the C7 isn’t terrible in relation to other diesel engines. For example the B50 rating for the popular Cummins 5.9 engine is only 350,000 miles. However, a Detroit Diesel 60 Series can easily go 1,000,000 miles before overhaul.
The ACERT Technology had a lot of problems for Caterpillar, first with the CAT C7 but more so later on with the CAT 13 and CAT 15 engines. The technology was really the first generation emissions technology for heavy duty diesel engines. The ACERT technology was prone to numerous regeneration issues. Drivers reported low power and low fuel economy. It was common that the CAT C7 ACERT engines would experience overheating when driving up an incline. The cooling fan does not kick in until 235 degrees Fahrenheit while many drivers reported overheating at 200 degrees Fahrenheit. The engines run hotter to burn off more diesel particulate matter. Drivers are instructed to downshift to 1100 rpm when going up an incline to avoid overheating. Other issues regarding the CAT C7 ACERT technology is clogged diesel particulate filters as well as clogging of the inlet of the turbocharger. The ACERT technology was not well regarded due to its numerous issues with maintenance, fuel economy, and lowered horsepower. The company stopped producing over-the-road engines at the end of 2009 and elected not to meet the stricter 2010 emissions requirements by the EPA.
The original Caterpillar C7 would change configurations once again in 2007 to adjust to changing market demands. In 2007 diesel fuel itself changed to Ultra Low Sulfur Diesel or ULSD. The fuel change dictated that the fuel system of the CAT C7 ACERT needed to change to a common-rail injection system. The new common-rail injectors took injection pressures to 25,000-27,500 psi. The fuel transfer pump supplies the fuel to the fuel rail at 280 psi. Overall, the common rail system worked well but added another system or point of failure within the CAT C7 Engine.
Ultra Low Sulfur Diesel is thinner which means the fluid is vicious. Since the lubricity is lower this equates to better fuel circulation at a high pressure to keep the heat levels down. In the later 2007 models the turbocharger was also upgraded to variable nozzle technology which can offer appropriate boosts of horsepower at all engine rpms.
The Caterpillar C7 engine is an line 6 cylinder diesel fueled engine with a displacement of 7.2 liters. The maximum heavy duty hp dry weight is 1,425 lbs., with an oil capacity of 4.75 gallons or 6.75 gallons with the deeper sump pump and oil pan. The cooling system and water pump allow up to 3.99 gallons. The CAT C7 was available in 8 different horsepower ratings from 210 hp – 360 hp with torque ratings from 520-925 lb-ft of torque. The 330 hp and 360 hp models were only available in recreation vehicles and firefighting equipment. The first Caterpillar C7 models (210, 230 and 250 hp) were available in both low or high torque options. The torque options allowed for different transmission applications preferred by the various big truck manufacturers. Each manufacturer’s torque capacity was different and had to be matched with the CAT C7 of choice.
Overall the CAT C7 ACERT Engine represents the beginning of the end for Caterpillar’s long rein with over-the-road diesel engines. The company ultimately didn’t feel the cost of continuously producing emissions upgrades was worth the time and effort and exited the over the road industry in 2010 paving the way for Cummins and Paccar. Caterpillar still makes a great engine and continues to produce off-road construction equipment effected less by strict emissions regulations.
|Engine Spec||Engine Data|
|Minimum Power||225 hp, 520 lbs-ft torque|
|Maximum Power||300 hp, 925 lbs-ft torque|
|Emissions Ratings||U.S. EPA Tier 3 Equivalent, China Stage II, EU Stage IIIA Equivalent|
|Engine Configuration||Inline 6, 4-Stroke-Cycle Diesel|
|Combustion System||Direct Injection|
|Fuel System||HEUI Injection, ACERT Technology|
|Computer System||ADEM A4 Electronic Control Unit|
|Dry Weight||1296 lbs.|
Considering the CAT C7 is prone maintenance is overhaul issues it is an engine we rebuild quite frequently here at Capital Reman. We offer two options when it comes to remanufactured CAT C7 ACERT and Non ACERT Engines:
We can remanufactured a brand new CAT C7 Engine on an exchange basis meaning we build a new engine from a core. When we deliver your brand new engine you simply send us your old core back. We have a very fair core return policy. If the camshaft, crankshaft, cylinder head and block are reusable we will return 100% of your core charge. If some of the internal components are worn beyond repair we will pro rate your return.
Our Longblock CAT C7 Engines include the cylinder block, complete cylinder head, crankshaft, pistons, liners, rings, connecting rods, camshaft, followers/lifters, intermediate cover, front gear timed group and complete gasket sets. Turbos, injectors, oil pumps and water pumps can also be ordered with the engine.
Repair and Return engines will follow the same procedure as remanufactured exchange engines however Capital Reman Exchange will rebuild the components provided by the customer. From time to time there are components that can not be remanufactured with the customer’s engine. In instances where parts can’t be remanufactured the cost of replacement parts or components will become the responsibility of the customer if they elect to replace them. There is no core charge associated with Repair & Return Engines.
– Save 47% On Average Over Dealers
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– Built to Exact Manufacturer OEM Specs
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– Manufactured In-House in Denver, CO
Call Capital Reman Exchange Today at 1-844-239-8101 For Immediate Caterpillar C7 Engine and Pats Sales or Service or Read Our FAQ Page to Learn More.
The most common place for the diesel engine builder to look for leaks, on the outside of the engine, is crankshaft. If nothing is found you can then then work your way up the engine. First, look for any oil leakage at the seals at the end of the crankshaft. If everything looks fine the next logical place to look for leakage at the oil pan gasket and all lubrication connections. If there are still no leaks you should inspect the crankcase breather. This is a very common spot for oil leaks which are caused by a combustion of gas around the pistons. If the crankcase breather is clogged with debris this will cause high oil pressure in the crankcase. The dirty crankcase breather will cause gaskets and seals to crack and leak.
If you see blue smoke it is usually a telltale sign of burning oil somewhere in the combustion chamber. If oil leaks into the combustion chamber of the diesel engine it is usually a sign of wear and tear somewhere in the engine. There are four common ways for oil to leak into the combustion area of the pistons:
• The most frequent place to check for an oil leakage is between worn valve guides and valve stems.
• It is also imperative to check for clogged oil return galleries in the bearings. Clogged bearings will build up oil pressure and cause a leak somewhere else.
• If the compression and intermediate rings are installed incorrectly it can cause oil leaks.
• It is also common to see oil leakage issues past the seal rings in the impeller end of the turbo shaft.
Increased oil consumption can also be the results of using the wrong viscosity of oil for a particular engine. A brand new engine should not use synthetic oils as they are too thin. The thin oil doesn’t give enough time for the gaskets, liners, rings and bearings to seat properly in a new engine. Standard oil should be used for the first 5,000 miles then a synthetic oil is fine to use. Additionally, a standard oil that is measured with an abnormal viscosity can be caused by fuel leakage into the crankcase or by increased engine oil temperature.
It is always best to follow the manufacturer guidelines for the type of oil used in a diesel engine. Most large heavy duty diesel engines use SAE 10W30 oil. The maximum allowed oil temperature for SAE 10W30 is 239 F°. This is the temperature of the oil after directly passing through the oil cooler.
The most common cause of excessive oil temperature is a blockage in the oil galleries in the oil cooler. If the oil cooler isn’t working properly the oil will not be cooled to normal temperatures. Usually, but not always, a restriction in the oil cooler will not cause low oil pressure in the engine.
In diesel engine oil coolers there is a bypass valve that allows the flow of oil in the event of blockages within the oil cooler galleries. The valve is pressure sensitive; usually 25 psi of pressure or more will open up the valve and allow unfiltered, uncooled oil through the system. If there is a system within the engine that needs excess lubrication than normal demand the bypass valve will open. Increased oil temperatures should not be ignored and addressed immediately.
Overall, excessive oil consumption is not a sign of immediate engine trouble but rather minor issues that should be addressed during regular maintenance. Diesel engine will last a long with with regular oil changes, cleaning and replacing of wore parts. If you do see an oil leak or increased oil temperatures you should immediately shut engine down to prevent further damage and seek a professional mechanic.
Capital Reman Exchange is proud to call Colorado our home. Based in the Mile High City, we call the Capitol City of Colorado our home, but ensure it is our client’s capital equipment and trust we strive to earn each and every day. We achieve trust through hands on ownership and an employee base that is second to none in skill and training.
Our modern facilities and equipment include our full machine shop and separate engine building departments. These facilities help keep Capital Reman Exchange a cut above the competition and allows us the flexibility to work with customers who are individual owners, fleet managers or anywhere on the spectrum.
We a certified AERA (Automotive Engine Rebuilders Association) machine shop. Our team of in-house diesel experts are qualified to assist you with:
- Remanufactured Diesel Engines
- Used Diesel Engines
- Camshafts and Followers
- Cylinder Heads
- Connecting Rods
- Rocker Assemblies
- Inframe and Overhaul Kits
We believe our consultative approach to solving diesel engine problems helps to craft the perfect solution to fit your specific application. Call us today, we would love to help you with all of your heavy duty engine needs!
All OEM manufacturer’s brand name, tradename, symbols or descriptions are for internal reference only. Any statement, website content, advertisement, literature or brochure should NOT be interpreted or implied as having any direct relationship with OEM manufacturers or their respective dealer network. Under no circumstance is any engine part or engine advertised by Capital Reman Exchange, LLC affiliated with any OEM manufacturers which includes but not limited to Caterpillar®, Cummins®, Detroit Diesel®, Mack®, John Deere®, Komatsu®, Waukesha®.