- Joined
- Feb 21, 2003
- Messages
- 26,787
- Location
- SE Michigan in the middle of nowhere
- Tractor
- Kubota M9000 HDCC3 M9000 HDC
I retired just as DEF was becoming mainstream actually. My seat of the pants impression with the DDEC engines was the miserable torque ride, something that Cat especially had. With a diesel, torque rise is everything and I'd love to have an NZ engine but I don't. I have a 3406 B model. Guy down the road has a 1693 TA Clatterpillar. Talkk about am expensive engine to work on, there is is. The 1693 was origionally designed for lighter duty rail use.Well what my dealer tells me I listen to because he was one of the best Cat truck engine guys around. Regardless, everyone has their opinion and I never had any issues with my Cat's other than some minor problems with the 3406C PEEC.
Loved my 3406B's, 3406E's and my C15 6NZ's and C13 and C15 ACERT's
The C15 did have a stronger bottom end and valve train than the 3406E though.
Keep in mind I'm talking ACERT's pre 2007. I never touched the ones with a DPF.
Only DPF/SCR engines I had were DD Detroit's, Cummins ISX and X15's. I'm not a Cummins fan but I liked the way the DD13, 15 and 16's ran other than their crappy emissions system and failing belt tensioners.
I am thankful I don't have to deal (own) any emissions compliant engines but I'm hopeful the current administration rolls back some of the insane emission rules put in place (but are expensive on the owners part) to comply with.
Allison's are the best slushbox, but still a slushbox and I don't care for any slush-o-matic. Just like I don't align with hydrostats. Anytime you have a fluid coupling in any driveline, you have parasitic loss. Best power transmission efficiency will always be a hard (gear transmission) of power.