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.
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.
Big news dropped today in the diesel engine industry today as the Kubota Engine Corporation announced the arrival of the V5009 Engine. This is significant news for the company as this is the first ever Kubota engine to ever exceed 200 HP. Kubota is known for its small and mid-ranged diesel engines primarily for forklifts, skid steers and wood chippers. The V5009 is a five-liter inline diesel engine and part of its new 09 Series. The engine will begin production starting 2020 and is consistent with Europe’s Stage V emissions mandates.
The V5009 has been years in the making by the Kubota engineering team headquartered in Japan. Kubota needed to meet the upcoming standards for the European Commission on Emissions or face exclusion from the market. The Stage V standards will be final in 2020 but many manufacturers have been preparing for the past 5 years or so for the biggest change to the ratings.
The Kubota V5009 makes an impressive 210.9 HP and can be dialed up for more horsepower with tweaks to the turbo, camshaft and aftercooler if need be. I’m sure many Kubota enthusiasts will be tinkering with the design as the years progress. Many customers might opt to upgrade older engines with the newer more powerful V5009 as well. For those looking for mobile genset applications the engine will put out 157 kW; perfect for rental power fleets. This new, more powerful, four cylinder engine is designed in such a way that it will match the output of six cylinder engines. The DPF (Diesel Particulate Filter) and SCR (Selective Catalytic Converter) have a big part in the added horsepower as the regeneration of exhaust gases will not only decrease emissions but increase performance.
It was not easy for the Japanese engineering team to create a bigger more powerful engine while keeping in mind the DPF and SCR technology. The team designed a high-pressure turbocharger which works in conjunction with the combustion chamber to create extreme pressure in the cylinder. The regeneration gasses from the SCR burn hotter in the cylinder creating more horsepower while cutting fuel consumption. Other design features include improved water ports to allow greater cooling, a wider frame to ensure balance and stability, a side power take off and additional bolt-on ports for accessories such as hydraulic pumps or intakes.
The jump to larger diesel engines only made sense for Kubota. Many of their long-time customers had to make the switch to another brand to fulfill their power requirements for larger applications. The company listened to the requests and decided that the time was right to create a new line of products for their growing customer base. The company will now offer industrial engines both below 100 HP and above 200 HP. The best part about the Kubota V5009 is that it will not require any major alterations to existing Kubota equipment. The engine’s “ladder design” is manufactured to be compact enough to fit all existing Kubota applications. The engine is a win/win for everyone as it reduces fuel costs, operating and maintenance costs as well as delivers a punch of power.
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
– Get Back To Work Quickly – We Don’t Believe In Wasting Your Time
– 88 Point Engine Quality Control Checklist
– Built to Exact Manufacturer OEM Specs
– Built With All ISO 9001 Certified New Parts
– Industry Leading 1 Year Unlimited Warranty
– Over 80 Years of Combined Engine Building Experience
– AERA Certified Machine Shop and Engine Rebuild Facility
– Fair Core Refund Policy
– Worldwide Shipping
– Same Day Shipping on Parts
– Full Service Machine Shop and Engine Rebuild Facility
– 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.
Diesel is big business internationally. The vast majority of places outside of the United States continue to use diesel in passenger vehicles nearly as much as gasoline based engines. Despite recent emission scandals with Volkswagen and Fiat Chrysler sales continue to rise across the world.
In India more than 50% of all passenger vehicles run on diesel fuel except entry level mini cars and hatchbacks. The diesel share of hatchback market dropped from 46% to 34% in 2016 as more first time auto buyers enter the India market. The only industry segment where diesel powered vehicles are less than 30% of market share is the entry level mini car or “auto-rickshaw”. In many developing countries mini cars, auto rickshaws, tuk-tuks and mototaxis are the primary way to get around densely packed urban centers.
India was once known as a high polluted and riddled with smog. In 1998 the Supreme Court of India ordered the Government of Delhi to implement Clean Natural Gas or Liquid Propane fuel for all busses and government vehicles. The ruling also made provisions for lowering the Sulfur content in diesel fuel to 0.50% and then to 0.05%, banning leaded fuels, requiring the use of catalytic converters, mandating pre-mix of 2T oil for lubrication in all motors, phasing out older polluting vehicles, lowering the benzene content in fuels and ensuring the all new vehicles meet the Euro-II Pollution Standards of 2000. As more cars enter the market it is important to produce vehicles that are clean and fuel efficient.
Initially many auto-rickshaw drivers had to wait in long lines to get CNG but fueling stations adapted as time passed. Eventually many state governments in India passed similar laws and air pollution began to improve. Certain local and state governments have banned or are in the process of phasing out older two-stroke engines in favor of four-stroke ones. The typical gas powered auto-rickshaw gets around 82 miles per gallon. The newest entry level cars include models such as the Maruti Alto, Maruti WagonR, Renault Kwid and the Tata Tiago.
Every other market segment diesel, minus the mini car, continues to be dominated by diesel. From 2015-2016 diesel engines outsold gasoline powered vehicles by 3%-4%. In higher price point segments the dominance of diesel have been astronomical. The vast majority of expensive priced cars are diesel. The popularity of diesel in SUVs and MPVs is due to the fuel economy. Customers who own larger vehicles in India usually live outside of urban centers and travel long distances. It makes practical sense to save money on fuel costs. The initial cost of a diesel powered vehicle is more expensive however the fuel savings over the lifetime of the vehicle is significant over gasoline powered vehicles.
The entry level mini car and hatchback segments price points are dramatically cheaper than diesel powered vehicles. The consumer demographic is more price conscience and tend to live in large urban centers. These people are usually first time car buyers. It makes sense that these smaller vehicles use gasoline vs. diesel as the distances traveled are on a daily basis are much less than those who live outside of the city and commute. A tiny rickshaw or mini car can still get 60-90 mpg which is more than enough to meet the needs of this market segment.
The midsized sedan market, like the luxury SUV market, is dominated by diesel. Estimates indicate that lower end sedans compromise 56% of the market share while higher end sedans compromise 66%. These types of vehicles include the Hyundai Xcent, Honda Civic, Hyundai Elantra, Toyota Corolla and the Honda Amaze.
The highest end of luxury vehicles (MPVs and SUVs) like the Infinity Q5, BMW X3 and the Mercedes M Class are almost 100% diesel. Premium SUVs like the Rexton, Endeavour, Fortuner and the SantaFe are nearly 96% diesel.
The country of India is the only other mass market, other than Europe, where diesel has a substantial presence other than gasoline. In December of 2015 Delhi announced a diesel ban on diesel engines 2 liter and larger within the city skipping the 4 year phasing out period. In August of 2016 the ban was lifted and an agreed 1% tax on diesel vehicles was imposed instead amid pressure from automakers Toyota and Mahindra. PriceWaterhouseCoopers stated that the price variant between diesel and gasoline is (Rs)1 Lakh higher. Only time will tell if diesel or gasoline will dominate India.
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®.