Cummins 12V/Diesel chit chat

Philia_Bear

Dauntless;c-154276 wroteIf we're talking 4BT vs 1HD-FTE:

Reliability - Maybe. Durability, yes. Toyota stuff is still extremely reliable.

Cost - Importing a 4BT, rebuild parts, transmissions or adaptors, and heavy bulky performance parts. Not really.

Availability of tuning parts - Maybe, support for the 4BT is nothing like the 6BT, and there's plenty of support for Toyota stuff.

Power levels available - I guess ultimately yes, however is well over 300rwkw/1200Nm has been achieved from Toyotas. 1600Nm clutches exist for a reason.

transmission availability - In the US, yes. Just creates a headache here, either an adaptor plate is required, or you're importing a gearbox, transfer case and making driveshafts, crossmembers and cutting the floor up.

In my opinion, it's not worth doing the body lift and fabrication to make it work. A 6BT in an old Dodge/International/Ford truck or Perentie 6x6 would be fun though.

$500 for a pallet weighing up to 500KG landed into sydney from LA
The only difference between the 4bt and 6bt is the crank and the cam and parts of the pump,, everything else directly swaps, because of how cheap 4bt are (every UPS and FEDEX truck ever...) they are stupid cheap to come by and performance parts are pretty much just as common for cams and pump mods as the 6bt

In aus though... a D5 conversion is still the cheaper and easier option for good and solid power...

Ghettobird

I really wish the D5s were a better designed engine, ive seen countless broken rocker arms, low compression and dropped valve cases that dissolve any trust I have for the platform.

The sound good and the early ones share similar mount setups as the whiteblock petrol engines do, making it almost a wad load of cash and a heap of misplaced enthusiasm away from sitting in a 240...

Ive done the measurements, Its actually almost feasible.

After doing a bit more digging, it seems theres a bloke in Melbourne who actually brings in the late dodge 6BTs fully laden with accessories and all for about 8K, not too shabby considering converting the Genset to the P-pump setup is almost a 3 thousand dollar undertaking and id be in a similar position in the end.

Im liking the idea of built autos more and more, The Rs clutch is super light and I love it, but after my ordeal im finding my left leg just isn't as happy with heavy clutches as it used to be, the auto in the 240 behind the B6304 is super boring, but is pleasure to drive and can be made to hold lots of power, more than a crappily built B6284T will make at least.

Contradictory I know, but I wonder how I D5244T4 would do bolted up to the AW 30-40?
This is a dangerous train of thought :astonished:

My diesel knowledge is fairly limited, but how would one covert a D5 to a mechanical injection sustem? Or is there any standalone that might do a half decent job at managing it?

Ghettobird

Drove a V40 D4 manual today, kinda hoping to get a feel for diesel VS petrol.

One thing for sure, Volvo started fucking up manuals after the P80s, I hate C30 and S60R clutches and this V40 was crazily light and devoid of any feel. My Rs clutch being the stock unit with lightweight flywheel is light and has so much feel, I absolutely love it.

Completely against my previous comments about not trusting the D5 platform, it seems the D5244T4 package has a similar exhaust manifold stud setup as the petrol engines do, if possible to work the ECU to make it think its a manual, then setup a standalone TCM for the AW30-4x, then a D5 240 is actually very achievable.

The best D5s Ive driven have all been autos, and some absolutely hauled ass.

Would I miss being able to rev the shit out of a petrol engine, or would adapting my He351 to a D5, bolt it up to the auto be and boost it to a happy point be all kinds of fun?

I have someone interested in the B6304, and im foolish enough to be eyeing off the next project way before ive even finished off one!

Philia_Bear

Ghettobird;c-154390 wrote
Would I miss being able to rev the shit out of a petrol engine, or would adapting my He351 to a D5, bolt it up to the auto be and boost it to a happy point be all kinds of fun?

I have someone interested in the B6304, and im foolish enough to be eyeing off the next project way before ive even finished off one!

Rica Stage 3 tune on the D5 motor claims 243hp and 550NM
I would find this very acceptable in a 245L

lightly modded AW30-40 can easily handle 550NM and with a 331 rear end the gears would actually be not horrid... with some 25.5" OD tyres

Philia_Bear

Ghettobird;c-154390 wrote im foolish enough to be eyeing off the next project way before ive even finished off one!

Have you even tunned the B6304 yet? (the stock tune is so stupidly conservative its not funny...)
with the high lift cams and beehive springs from a T6 motor it will reliably run to 7200RPM stock and make >170KW at wheels doing it (peek is at about 6700rpm)

Vee_Que

6bt is 7.5 something litres, and used to power three axles accos and the like in Australia, they are old and clunky. The 5.9 is a better motor for a cruiser. If you like worse fuel economy without much more power than a 1hdt, and to cut the front end out of the vehicle, go ahead.

Because it won't fit within the stock engine bay. Not great for a vehicle to use on trips.

Converting to mechanical pumps probably can be done. Though converting a d5 to use mechanical injectors would not be a simple or cheap process. But tuning of electric diesel system would be simpler with more information out there now.

Dauntless

6BT IS the 5.9 before it became the ISB.

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