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Any info on part number for ARP head bolts?
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I guess you could call them and ask them for the number. I know Tracey (the guy running the 5000hp tractor) had talked with them about head studs and that they stock them.Any info on part number for ARP head bolts?
Yes they came with both. It just depends on what the motor pool put in the truck.Hey everyone, not sound like a complete newbe but can did the m35's come with LDS and LDT (change during years maybe?) If can you tell which one is which by looking at it? From my research they look the same, no?
5k into a complete engine build is very little, even more so for a medium duty engine that when maintained properly and not abused should be a long lifespan motor. As a cost perspective the Detroit 60 series engines that we use (one of our smaller engines, 10-14 liter) costs 65k for a rebuild. The CAT's are even higher.So the question is for me:
Is it worth to invest 5K into that motor? A good swap to a 6BTA would't be cheaper. I don't know.
I don't think the multifuel is a bad engine. I have no plans on swapping mine out. It's just when people start throwing out numbers like 5k to gain 50 to 100 hp with no guarantees I just don't see the point or value. You can find a good running truck with a 6bt cummins or dt 466 for around 5k. You gain horsepower and reliability for the same money. Then those 2 engines start where the multifuel ends.I also agree with welldigger, but for me, the motors are plentiful and I like their economy. When tuned right, they are no hot-rod, but have good power.
LDT with LSD IP is just as good as LDS is what your saying? Didn't one put out more horsepower from 130 to 210?Yes they came with both. It just depends on what the motor pool put in the truck.
The only way to tell is to look at the data plate(unless you've been around them to know).
IMHO, an LDT with an LDS IP is just as good.
I agree with you about the cams, that's why I would use the "Vogel Manufacturing" company which has already designed many cams for Tracy who runs his 5000HP motor now. He didn't just get there, it took him years of research which Vogel has now on the multifuel.I don't want to rain on somebodys parade or stop enthusiasm. What i want to say is, it's not just throw a cam and a few bolts for 1K in and you have a reliable motor.
If you or any other start this project, go from a-z i'm the first one that salute.
What stops me are a few facts? :
To make (really) more power, you will need more boost. With the high compression ratio, not possible.
To keep the EGT low, you'll need an intercoooler, ok, not a problem.
Cam grind is a very special field. Over the years i've learned that a cam is not a cam. With a Chevy SB, no problem. I know the manufacturers and have my own experience.
But with a multi???? Has anyone real, reasonable results with different cam designs so i could choose the right one for my application?
IF it was THAT easy to make the multi reliable, i'm shure the military would go this way. Engine failure on the road ist bad, but much worse in the field, i guess...
The multi is known for failures without any further notice...
I've drive my M35 on some longer trips ( 400 mls is long in europe) and i never thought about a damage. Oil pressure good, temperature good, EGT normal, boost normal, stock pump, good fuel (diesel).
With this data a motor should run 500k. Especially with a motor that get only 130Hp out of 7,8 ltr / 478ci. Not a high reving, beaten to death, whoknowswhat engine.
So the question is for me:
Is it worth to invest 5K into that motor? A good swap to a 6BTA would't be cheaper. I don't know.
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