hornetfan
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Especially when it works well!Imperfection can be beautiful.
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Especially when it works well!Imperfection can be beautiful.
I was under the impression that the LDS engines was Supercharged, as in an actual supercharger. While the LDT models were Turbocharged. But according to some of the comments I read here it seems like that both the LDS and the LDT's were turbocharged, or?
I actually think a belt driven displacement supercharger like the Whipple on an LDS-465-2 type engine would produce the maximum hp that can be gotten from the 465 engines and still retain decent longevity. My recipe for max horsepower 465:At the time the engine was produced, exhaust-driven turbochargers were also referred to as turbosuperchargers. I'm not sure when the engineers dropped the 'super' bit, but I suspect German influence in the original name. They seem to like those 3-12 word concatenations.
Belt-driven and gear-driven non-positive displacement superchargers look like the compressor side of a conventional turbo, with a speed-increasing gearbox attached to a pulley for a drive belt, or geared to the crank. Piston aircraft engines around the age of the LDS-427 & LD/T/S-465 sometimes used the reverse- a exhaust impeller that was connected by gearing to help turn the crankshaft & get a little more power. All of the deuce multifuel engine variants have used exhaust-driven turbochargers, never a automotive-style supercharger.
Actually, I've never seen a conventional supercharger on a diesel, with the exception of the blower in a Detroit 2-stroke.
Feedback is welcome. As for reading the TMs and forums, nope I haven't read them all. Not currently owning and LD or LDT or LDS limits my interest in digging through 1000's of pages. However Continental certainly demonstrated 250hp according to THIS FORUM and other fora. A supercharger would enhance low rpm power when centrifugal stresses are low (avoiding many of the rod issues altogether) and simple polishing & shotpeening rods and balancing the crank and rod assemblies and using top quality fasteners (off-the-shelf) can take the rods in an otherwise stock Dodge Hemi big block or 283 Chevy to amazingly high rpm without danger of losing a rod. I specified that the base engine was an LDS-465-2 or thought I did. If you can't get an extra 50 horse out of an LDS-465-2 engine I would be frankly amazed. And an increase of 30-50% horsepower below 2200 rpm would be good for my truck anyway. Maybe you never see hills or pull loads but I do.A little first-hand experience(or reading the TMs or the forums) with an LDT would have kept you from posting any of the above post(BS).
That's a disagree.
• Do not post unfriendly or insulting comments or replies to other members., This can start unpleasant exchanges which no one wants to read in an otherwise valuable topic. If someone has posted a rude comment to/about the user, the user itself is asked to ignore the remark and report the offending post for review and deletion.
I spit on insults from a guy that knows nothing about me. You're a rude sob, I'll say that for sure.
hornetShow me off the shelf hardware. (search the forums for the correct answer)
It's not even all off-the-shelf -- some parts out of the engine being rebuilt can be strengthened. If replacement rod bolts aren't available two alternate avenues are available:
1) machine the bolt seat for a different style bolt and replace bolts COTS
2) shotpeen existing bolts which have been picked from large batch of bolts for best fit and condition
Also:
Carefully select from large batch of rods best matched sets. Polish and shotpeen and carefully size and make sure journals are ROUND. Nothing custom here either.
COTS studs or bolts for mains are most likely to be available even if not in ARP catalog. They stock LOTS of stuff not in catalog.
How does balancing or any of the other things you suggest, increase HP to 300 hp?
It doesn't -- it reduces stresses to allow somewhat higher rpm when needed without cratering the engine.
How does boost at idle work?
Strangely enough same way boost at higher rpms works - increases cylinder pressure and available horsepower. If you have 5psi at idle you will have some usable boost just off idle and at 900 and 1100 and 1400 and so on. Was this a serious question?
Did you know the LDT does(or will very easily) make 15 psi boost, with a minor fuel rate adjustment?
yep and can probably find the posts as this was reported in several threads. Increasing Max boost isn't the only magic road to horsepower, sir.
Your whole post is "full of holes". I laugh when I read posts like yours.
I am so delighted you enjoyed the contribution.
Rude? No, realistic, informed and experienced.
Not so far as you've shown me tonight. Misinformation isn't useful information -- the Sovs called it "disinformatzia". Experienced? How many engines built? Whether multi-fuels or others?
Dude..
Thanks. In some of your earlier posts in this thread and others I was wondering about some of your comments to people, especially new people to Steel Soldiers. I'm glad to see the forum discourages it. I assume this applies to moderators as well, correct?From the site rules,
Sorry, no I'm not looking for an argument. But you haven't refuted my points either. So be it we'll leave 'er there. I appreciate the exception I s'pose. Good engine building practice will let a person get the most hp w/o breaking stuff. Even with all stock parts.You sir, are looking for an argument.
That will get you banned.
You posted and asked if people agreed or disagreed. I simply disagreed, and still do.
I'll hold back my personal opinion of you.
I usually moderate false statements, and misinformation in an effort to maintain the highest quality website. I'll make an exception for you.
Wasn't the turbo assembly called the clean air kit?I won't belabor the point but I'm not convinced that cutting smoke was even the primary reason Continental added the turbo. Better fuel efficiency and more hp had to be way high on the list. It was the '60s, remember? EVERYBODY wanted more HP and the builder's were delivering. The small block Chevy (born same week as me) went from 265 cu in to 283. Buick brought out the first all aluminum V8 gas engine. Big block Chev was born. Ford brought out their big one, too. Mopar brought out big hemi (wow - serious hp w/o hardly trying!)
just my tuppence worth but I think the "only for smoke" argument is mostly smoke -- don't mean to step on toes guys, it's just how I see it.
I agree pretty much with everything you stated. I'm not exactly looking to convert my truck. At least not till the ldt craps out. Though crossing fingers she's still running strong. But if I were to do it I would like as much though preferably more power. I would also like to go automatic with some variant of Allison or Eaton auto. It would also need a good overdrive gear ratio. 1 to 1 final gives no real advantage over an A3. Which is painfully slower than my a2. It would also need to be a fairly common engine and tranny for parts availability.I'm biased toward Cummins so I'd go with a 6bt. Plenty of room and good hp. You could use the stock trans but you may want to go with something a little heavier and better gear ratios. I haven't took any trans measurements so I'm unsure what would fit.
A Cat 3208 or International DT466 would also be candidates.
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