I think that the Cummins 5.9 engine is great design.
But it sure would have been nice if they would have installed liners like it's big brothers 318. up to the 903
Think how easy it would be to service, you could do an inframe and never pull the block.
Just wondering why they didn't do it, heck even a volkswagen had it, well sort of.
Jim.

 

About now I'm just glad to see the blocks aren't made of aluminum. Weight savings to improve CAFE requirments could ruin a good thing. FWIW my MF tractor with a Perkins has cast iron block and removable liners and it costs less than $600 for a total rebuild including new liners.
Nat

 

Wouldn't liners make us susceptible to erosion from Cavitation just like the Fords?

 

I was wondering the same thing, techinacly the PSD is "sleeved" but I'm not sure what the difference is...

 

I dont know what the PSD is , but there are two version of Liners , one is the wet liners which are in direct contact with coolant and are susceptible to erosion or pinging on the liners and require a good filtration system and additives, and there are dry liners which are not in direct contact with the coolant flow. so the dry liners are in metal to metal contact in the bore

 

I 'think' wet liners (powersmoke) are still attached to the block (parent bore) where dry liners can just be banged out and replaced. Could be wrong, though, it's happened once before

g

 

I would GLADLY worry about cavitation and coolant additive in exchange for wet liners. Most every engine with wet sleeves also have coolant filters, and today those filters contain the DCA additive to fight off cavitation.

If my engine had sleeves, I would have already pulled it out and started over. There is no real advantage in a non-sleeved engine vs. a sleeved engine.

IMHO,
Chris

 

It appears that the ISC engine already has wet sleeve liners. I would love to snag onto one of these for a transplant.
Back in the 70's when I was a diesel mechanic, I did many overhauls on cummins and detroit's.
The county at that time had a big facility where they rebuilt all of their own parts and nothing was wasted. If a shaft broke, it was welded up, machined and rehardened.
It was real easy to replace the liners and lower end, each liner already had the matched piston installed.
Same as changing to a big bore on your old VW bug only bigger.
At that time, the cummins had a perry water filter sock that I belive was zinc chromate that treated the coolant. The detroit had a spin on water filter in the later years.

http://www.everytime.cummins.com/eve...s/isc_fire.jsp

They must have gotten the coolant problems figured out.
(This a quote from the maintence schedule):
Oil and oil filter changes for the ISC are set at 500-hour, 6-month or 15,000-mile (24,000 km) intervals. The overhead doesn't need to be checked for 5,000 hours, 48 months or 150,000 miles (240,150 km).

The primary fuel filter changes are set at 500-hour, 6-month or 15,000-mile (24,000 km) intervals. Secondary fuel filter changes can go longer, at 1,000-hour, 12-month or 30,000-mile (48,000 km) intervals.

The standard coolant change interval is 240,000 miles (385,000 km). However, Cummins ISC is fully compatible with long-life coolant/antifreeze formulas which allow changes out to every 600,000 miles (960,000 km) or 6 years. If the engine is equipped with a coolant filter, it will need to be replaced on the same intervals as the oil filter. Follow maintenance guidelines recommended by the manufacturer for safe use with extended service intervals.

See Owner's Manual for every detail. And when it's time for maintenance, be sure to visit your Cummins distributor for fast, accurate service backed by the Cummins QuickServe® Guarantee. At Cummins, we make every minute count.

Jim

 

The PSD is a parent bore block with no sleeves, as was the 7.3 idi and the 6.9L. The back most cylinder on the drivers side is usually the one that goes first when the cavatate through.

We had the PSD out of our 94 Ford (sold that, thank god) to fix an oil supply problem and slapped a new set of bearings and a bunch of parts in it.

A buddy of mine lost his 7.3L to cavitation around 270,000 on the Odimeter, so he figures over 300,000 miles easy. The sad thing was it was a week after converted it to a 4-speed with a gear vendors o/d unit.