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Cummings 12V/Diesel chit chat

GhettobirdJulian (@Ghettobird) Melbourne - SE Suburbs
edited February 13 in Non-Volvo
I might be coming into ownership of a fairly low running hour Cummings 6BT

Waiting on council approval, I might be allowed to acquire a ~200 hour 6BT with the tried and tested Holset H1C.

Toying with ideas, ive always loved 80 series land cruisers and the auto petrol ones are worth shit all.

Kinda thinking a 6BT swapped 80 series with auto built to suit would make an insane towing rig, would get reasonable fuel economy (Its been done already) and be a heap of fun to build.

Heres the situation at the moment:

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Volvirgin
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Comments

  • Ex850RSnoopy (@Ex850R) Somewhere Over the Rainbow. Melbourne.
    Epic.
  • Swap the h1c for a he351 if you want to use it in a car

    80 series does not weigh enough.... it's going to be so nose heavy as to be unsafe
    I would be amused to see one swapped into a Bedford truck... you could roll coal while hauling coal
    Ghettobird
  • Otherwise if that's a working genset it should be worth $25k+ minimum
  • GhettobirdJulian (@Ghettobird) Melbourne - SE Suburbs
    Its far from working, last service sticker was over 10 years ago and the hospital it used to feed has been closed for over 11 years now.

    Even if its toast, It's still worth something in parts, the enclosure is farked and its been home to rats and such - but its been dry.

    The 1HZDT that comes in the TD cruisers is north of 350kg wet, the 6BT is 500kilo (499 stated)

    Id think with an alternator, AC compressor, PAS pump and the usual shite itd be close to 550, making it 200ish kilo more than the factory setup.

    Might chuck the question to the Automotive engineering contacts at uni and see what the deal is, obvious spring and shock changes would need to be made to accommodate.

    The fact that the most laden 80 series weighs in at just short of 2.3 tonns makes me a little more comfortable with the idea of adding another 200 kilo.
  • Ex850RSnoopy (@Ex850R) Somewhere Over the Rainbow. Melbourne.
    Mid Mount it..... Rwd.
    Ghettobird
  • DauntlessDauntless (@Dauntless) Central West NSW
    edited February 13
    If you can't spell it, you shouldn't own it.

    Looks like the less desirable VE pump, and no intercooler? Probably not rated for much more than 100kw.

    Vee_Que
  • GhettobirdJulian (@Ghettobird) Melbourne - SE Suburbs
    *Frantically searches previous posts for autocorrect mistakes*

    Its got the craptacular CAV rotary injection pump on it which is fine for stationary RPM applications, but not so much for automotive use.

    No intercooler, she's an oldie - but very low operating hours in comparison to some of the 6,000+ hour swaps people have done in the past.

    P7100 conversions are common place, If I actually get the green light this will be a very very slow and gradual project.
  • Ex850RSnoopy (@Ex850R) Somewhere Over the Rainbow. Melbourne.
    Mercedes own Cummins Diesel now iirc.
  • Mercedes own Cummins Diesel now iirc.
    Got any info about that?
    Vee_Que
  • GhettobirdJulian (@Ghettobird) Melbourne - SE Suburbs
    Heh... No shit!
  • DauntlessDauntless (@Dauntless) Central West NSW
    edited February 13
    This is a 1HD-T, so probably just over 300kg with manifolds and turbo.

    20121226_195203.jpg

    Also keep in mind the additional weight of a gearbox to put behind the 6BT, as I don't think a H150F would last too long.

    I know swaps have been done, but I really think 6BTs belong in something larger than a Japanese 4WD.
    GhettobirdVee_Que
  • 4bt in an 80 series would be pretty awesome
  • Ex850RSnoopy (@Ex850R) Somewhere Over the Rainbow. Melbourne.
    Nah, just I think I read it in a truckie magazine that was kicking round at the paper mill truck lunch area.
  • 4bt in an 80 series would be pretty awesome
    I don't see the advantage over factory Toyota engines.
    Vee_Que
  • 4bt in an 80 series would be pretty awesome
    I don't see the advantage over factory Toyota engines.

    Reliability, cost, availability of tuning parts, power levels available, transmission availability

    the 4BT uses the the same pistons, connecting rods, valvetrain and injectors as the 5.9L 12v Cummins
    The later 99+ models have 16v heads which again share everything with the 6bt but 99+ does mean electronics instead of mechanical everything

    220kw+ at the wheels out of a rwd 4bt powered vehicle is not all that hard

    If you don't need 300kw+ then 4bt is just simpler and cheaper than doing 6bt because 2/3 build price
  • This is a 1HD-T, so probably just over 300kg with manifolds and turbo.

    20121226_195203.jpg

    I know swaps have been done, but I really think 6BTs belong in something larger than a Japanese 4WD.

    My favourite on another forum was into an old forward control Land Rover (101).

    Obscenely quick and the looks on people's face as it went past at 120ks... priceless.
  • DauntlessDauntless (@Dauntless) Central West NSW
    edited February 13
    If 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.
    Vee_Que
  • Swap the h1c for a he351 if you want to use it in a car

    80 series does not weigh enough.... it's going to be so nose heavy as to be unsafe
    I would be amused to see one swapped into a Bedford truck... you could roll coal while hauling coal

    Old F-truck?
  • If 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...
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