Take a look at some of the diesel longblock and complete engines we have built for stock. These are ready to ship same day!
Take a look at some of the diesel longblock and complete engines we have built for stock. These are ready to ship same day!
Each week here at Capital Reman is different in its own way. This week we shipped out 5 engines and had an awesome week production-wise. Everyone is working well as a team and it is really showing in the quality we are putting out the door. Our old pal Dennis Gordon did great in his new role as Director of Operations. Here are a few pictures of the guys in action. Thanks again to all of our loyal customers and vendors.
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
– 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
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– 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.
When low oil pressure is detected the immediate response is to think the worst. However, most issues can be resolved with simple solutions. This article explains 7 of the most common causes for low oil pressure in a Caterpillar C7 but the principals can apply to the majority of diesel engines.
Before any inspection begins it is important to take a few precautions before tearing into the engine. Remember to keep all parts clean and free of contaminants. Any dirt or debris that gets into the engine can cause wear, misalignment of critical parts or clog various oil passageways. Use of an oil pressure gauge will determine if the problem is in the top end or bottom end of the engine.
It is also important to note to contain all fluids when inspecting the parts of the engine. Try your best to maintain critical fluid levels as best you can to ensure parts of the engine are not contaminated. Also dispose of all fluids according to local and federal regulations.
The first place to check if the oil level is low is the crankcase. The most common problem is that there is simply not enough oil in the engine. The oil level may simply be below the oil pump supply tube. Simply put, this will cause the oil pump not to work as it does not have the ability to pump oil to the engine components. The solution is to simply add the correct level of oil to the engine. Make sure to refer to “Refer to Operation and Maintenance Manual” for the recommended oil for your engine.
Fuel or coolant in the oil will cause low engine oil pressure. Excess fluids in the oil consequently will cause high oil levels in the crankcase. High oil levels in the crankcase will generally always point to excessive fluid leaking somewhere else in the engine. Common contaminants include diesel fuel, coolant, or water. The engine builder will then have to determine the source of the fluid leak and make appropriate repairs. After the source of the contamination is found and fixed the oil should be drained and refilled with the approved grade of oil. It is also recommended to change the oil filter. Sometimes the low oil pressure is due to something so small as a clogged oil filter.
Caterpillar oil filters are built specifically for Caterpillar engines. That being said there are aftermarket oil filters that will do the job just fine. OEM dealers will recommend the use of propriety oil filters stating unauthorized filters will allow larger particles into the engine potentially causing damage to the bearings, crankcase etc… but most of that is simply untrue. Aftermarket filters are built to the exact same standards at the OEM ones.
If the engine oil bypass valves are set in the “Open” position, it can result in lower engine oil pressure. The cause of open bypass valves is usually debris in the engine oil. Debris could be dirt or metal shavings from internal damage from one of the internal hard parts (camshaft, crankshaft, pistons etc…) The solution to this issue is to remove each oil bypass valve and clean out any dirt or debris. It is also wise to clean each bypass valve bore. Once the bypass valves are cleaned the oil should be changed as well as the oil filter.
An oil line or oil passage that is open, broken or disconnected will cause low engine oil pressure. The engine builder should check each oil passage for debris and wear. Sometimes oil galleries can be out of alignment where the holes are not lined up correctly to allow normal oil flow. Check that the oil lines are hooked up properly and that there is not a tear in the line.
An open lubrication system could also be caused by a piston cooling nozzle that is missing or damaged. Piston cooling nozzles direct engine oil towards the bottom of the piston in order to cool the piston. These nozzles also provide lubrication for the piston pin. Incorrect installation, restriction of normal movement or breakage of the piston cooling nozzles could result in the seizure of the piston itself.
There is an inlet screen in the oil suction tube which can get clogged or damaged. This restriction will cause cavitation and a loss of engine oil pressure. The solution is to check the inlet screen on the oil pickup tube and remove any material that may be restricting oil flow. Low engine oil pressure may also come from the oil pickup tube not sitting properly and drawing in air vs. oil. Check the joints of the oil pickup tube for cracks, alignment or a damaged O-Ring seal. The best way gain access to the oil pickup tube is by removing the oil pan.
Any sort of air leakage in the supply side of the oil pump will also cause cavitation (back pressure) and loss of oil pressure. The engine builder should check the supply side of the oil pump and make any necessary repairs.
The other common issue with the oil pump is excess wear to the gears. Gears that are out of tolerance will not have enough power to create suction. The engine builder must repair or replace the gears in the oil pump or purchase a new pump.
If the engine bearings have excessive clearance it could result in low oil pressure. Check the internal engine components where bearings are present to make sure they are in spec. If the bearings are worn it is advised to replace the bearings or make necessary repairs to the components.
Loss of engine oil pressure is a serious yet common matter with diesel engines. It should be noted that ignoring a low oil pressure warning could result in serious damage to your engine. The best way to keep your engine running is to regularly change the oil and keep the internal parts properly lubricated. Lubrication is life blood of any engine.
Moving around 500-1000 lbs diesel cylinder heads around the machine shop is an arduous and oftentimes dangerous task. Safety is our number one priority here at Capital Reman and we have taken some unique precautions to moving cylinder heads from workstation to workstation. For larger cylinder heads we use an overhead crane or forklift. For small movements or lifts we have created some proprietary tools to get the job done.
For Mack diesel cylinder heads we use a stainless steel looped bolt that fits directly into the injector port. It fits exactly in all Mack E-7, E-Tech, ASET and E-6 Cylinder Heads. The loop design allows for a locked in fit while easy to transport a few feet.
For all other diesel cylinder heads the guys in the shop use a loop, lanyard and metal head bolt. The head bolt will fit through most ports on CAT, Cummins, Detroit or John Deere cylinder heads. We then use a metal chain secured through the loop to move the cylinder heads around the shop.
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®.