107,000 boosted miles comes to an end!
08-16-2010, 09:59 AM
#42
FormerVendor
08-16-2010, 09:39 PM
#47
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No pictures anymore, it was just a single with stock manifolds. I flipped the manifolds and ran the pipes around the front, the turbo was between the water pump and radiator. Maybe I will post a few before the engine is covered with all the "stuff" on a truck. Once it is ready for driving the turbo is hard to see.
Kurt
Kurt
08-17-2010, 12:09 PM
#51
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I remember telling Mike, Steve and you at a Burger king lunch that I would rather see those then the headers you guys had at the time. Then I remember telling Mike I did not think he could get over 190mph with those, now he has been 201 a few times and will go faster when the track is right. All that started when I ran this engine on the dyno, then ran them on Con and Vic's 404 engine because I could not get the headers here from Australia. The 404 engine with factory ported heads and our own sheetmetal intake made 1570hp back then and the dyno would not handle more, as we were only at 25psi and the brake on the dyno was steaming. The engine from Australia was using the C5 Corvette manifolds, which are better I believe but would not fit in the car!
Kurt
Kurt
08-17-2010, 03:02 PM
#52
I recall you originally wanted to use the Corvette manifolds, but wouldn't fit. The truck manifolds were the basis for the truck turbo kit, but then just became an easy solution for the front mount turbo setups. Still remember seeing Steve grinding on the manifold flanges at Mike's barn the first time. Ah, the good ole days.
08-18-2010, 09:15 PM
#56
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It was a W2W turbo kit. The new engine won't be any faster, just fresh. I am using same ci with a slightly milder cam to reduce valve train noise a bit, should still run about the same. When it hurts this engine it will have 214,000 miles and maybe it will get something bigger! I got about 7 years to think about it! Seriously I am probably going to sell the truck soon, just not the right truck with two kids.....
Kurt
Kurt
12-21-2010, 12:58 AM
#58
Most of the stuff I have changed is common now, but no boosted engines in 2002 were running daily driver with durability as a main concern.
Piston to wall: I ran this engine .001 looser than called out clearance from Mahle. My thoughts at the time was thermal expansion causing the piston to gall in the bore as I did not have piston oilers and I thought the thermal expansion in boost might bite me. A few years later I did some scuff testing running the bore clearance down pretty low and found out I did not need the additional clearance. I was running the piston very close to round so it would throw heat better, that turned out to be a good thing for long life. The drawback of the higher clearance and centered wrist pin was the engine sounded like a diesel when it was cold outside and towards the end always sounded like a diesel!
I ran a wider ring package to throw more heat and help with durability, this appears to have not been needed as the engine still has good taper left on the second ring and the top ring is highly polished and looks great. The engine never did consume oil, normally going oil change to oil change on one added quart or less. The new engine has a narrower napier second ring and offset pin that should help fuel MPG and quiet the engine down even cold.
The new engine will get the LS9 head gasket also as tracks are evident that it pushed by the stock 6.0 gasket at some point. The engine did see one or two runs on the freeway where it was WOT for 2 min bursts and also countless times with the trailer on it's back that it would see 2-4psi for 2-3 minutes straight pulling grades. Sometimes pulling grades I would hear a little knock after a few minutes as I normally towed on midgrade fuel, it always had 92 octane plus when it was without trailer.
Kurt
Piston to wall: I ran this engine .001 looser than called out clearance from Mahle. My thoughts at the time was thermal expansion causing the piston to gall in the bore as I did not have piston oilers and I thought the thermal expansion in boost might bite me. A few years later I did some scuff testing running the bore clearance down pretty low and found out I did not need the additional clearance. I was running the piston very close to round so it would throw heat better, that turned out to be a good thing for long life. The drawback of the higher clearance and centered wrist pin was the engine sounded like a diesel when it was cold outside and towards the end always sounded like a diesel!
I ran a wider ring package to throw more heat and help with durability, this appears to have not been needed as the engine still has good taper left on the second ring and the top ring is highly polished and looks great. The engine never did consume oil, normally going oil change to oil change on one added quart or less. The new engine has a narrower napier second ring and offset pin that should help fuel MPG and quiet the engine down even cold.
The new engine will get the LS9 head gasket also as tracks are evident that it pushed by the stock 6.0 gasket at some point. The engine did see one or two runs on the freeway where it was WOT for 2 min bursts and also countless times with the trailer on it's back that it would see 2-4psi for 2-3 minutes straight pulling grades. Sometimes pulling grades I would hear a little knock after a few minutes as I normally towed on midgrade fuel, it always had 92 octane plus when it was without trailer.
Kurt
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Ford_Assassin (03-15-2020)
12-21-2010, 09:30 AM
#59
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I ran 160 on the seat with 460 at .600 lift, but the cam was only .575 actual. It worked well for many years. The new cam is slightly less aggressive and pays some MPG and idle stability for it. I used the same stock lifters with a new set of springs (same) again on the new engine.
Kurt
Kurt
