1986 Chev 1 ton 4X4 with Whipple supercharged 6V53 detroit on the dyno
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- Опубликовано: 5 сен 2024
- Finally... an update for all you guys who have been asking, here's a vid of the dyno test from last week's Diesel Confab meeting. As it is now the results are 166HP at 425 f/p. As the exhaust valves on these 2 strokes are open during the time the blower is filling the cylinders, it is hard to build pressure. Next will be some testing to create some back pressure in the exhaust. Turbo charging is one option. The Whipple blower is however, capable of moving incredible amounts of air. At this point the motor is running well and everything including the drives are very reliable. We can only go up from here!
THAT IS THE VOICE OF TOM HANKS I SWEAR
DIRARI Wilsooooon I'm sorrayhayhayhay
IT IS HIM 🤗🤗🤗🤗
When we installed those very engines at work, with the turbo, they were 275hp, the torque was around 640 ft.lbs. That is a Silver series engine, so there was a bypass on the supercharger to allow the turbo to over blow the super charger. May be something to consider.
they ran the blower bypass cos many turbo 53 series broke blower drives due to the extra load imposed by 30psi+ boost on top of blower which at stock fuel limits was unessasary,silver 53 was also one of the first to hane an aftercooler/intercooler mounted under the blower increacing horsepower further
6V53's were installed in MOWAG wheeled armored vehicles built by GM Diesel Division in Canada. I remember they had 318 HP, so the engine's were pretty good on specific output. I think it is a mistake to try to boost one with a supercharger. The blowers on Detroit 2-strokes were not meant for power boosting. They were only meant for blowdown scavenging of exhaust gases at a few psi. Boosting on Detroits was accomplished by turbocharging. Later model 92's even had bypass blowers on them to unload the blowers once turbochargers were making boost. This saved fuel by reducing the parasitic drag of the blower.
Mark H
Thanks for the clarification.
They were never rated @318hp. They were 318cubic inches - 6 cylinders 53ci each makes 318ci, although you could argue they are 636ci seeing as they fire on every stroke. Stock 6v53 n/a were rated 195-220hp depending on the injectors.
I think it was the 8V71 that had 318hp. The Silver Series had the bypass valve.
By pressurising thru the blower with turbo it puts exhaust energy back into the motor thru blower drive similar to turbo compound system, as the blower creates no internal pressure like a screw type the inlet pressure from turbo is trsnsfered to outlet side creating load referenced boost unlike rpm related airflow from blower for scavenging also inlet port timing is different on N liners to Turbo liners to allow increased cylinder fill
@@foolishgerry2862 The military version was rated at 318 hp
Thanks and Great swap. You might want to look up John Carey down there in MD. (Carey's Diesel) who built and ran the "infamous" Greased Lightning Rear Engine dragster back in the late 70's & early 1980's..... and ask him how he got 1000 HP out of his twin turbo'd 6V53..... and it was DESTROKED to 270ci !!..... and that was 1,000 HP - BEFORE he put it "on the bottle".
I believe the Greased Lightning is still in his Maryland shop.... completely intact, under a few inches of dust... perched up on an industrial steel storage rack.... at least it still was, back around 2009 or so.
The only reason John quit running it, was because it kept breaking more drive line parts, than his Two (2) Top Fuelers did... put together, and he was running Top Fuel parts from the belhousing to the tires !! I forget what his best ET & Mph was, now... it's been quite a few years... seems it was in the 7:20's and running in the high 170's - mid 180's out the back door.
I don't know what his 60ft numbers were.... but, I do know that thing "launched" REALLY HARD... then at about the 40 - 50ft mark, both those turbos would spool to full boost and he'd hit the "bottle" and John told me it was like getting hit from the rear with a huge hydraulic ram..... and either parts would break.... or, that thing was "GONE".... down range.
I do remember that he was turning it at 5,000 - 5,000+..... you should have heard that 6V "sing" !!! The throttle response was VERY Quick.
Look him up.... as far as I know, he is still among the living.... I know his business is still going, or... at least it was when I checked around a year ago..... has 2 shops, one in Ocean City, MD. (410/ 213 - 2221) and in Dover, DEL. (302 / 678 - 3797)... I believe that John, himself.... is running the one in Dover.
Some other folks who are well acquainted with extracting brute power out of the 2 strokes, is J&T (Johnson & Towers) Marine... down in Egg Harbor, NJ (609 / 272 - 1415).... I do not know if, at this point in time... they still deal with any of the 53 Series, but I do know they still "build" 6-71Ti's, 6 - 8 & 16V92's and 6-71N's.... and that "other models" (series) Are available.
450hp 6 -71ti's were not Uncommon in pleasure craft from them, back in the 70's and 80's..... but, "political correctness" was not mandated back then, either. They have two other locations, another in NJ and one in the Baltimore, MD. area... the one I gave you the ph. number for is their main shop.
Have fun with your 6V53..... probably the most "power dense" potential, of all the GM / Detroit Diesel 2 cycles ever produced, IF correctly built.
Enjoy.
Wow… I have not been following this posting and missed this. Very interesting!! We put the motor back to basically original military config with turbo. He runs it in pulls. We were thinking of running nitrous.
@@impax012063.... thank you for your reply. If your thinking of running a bottle, I would suggest propane... works great with diesels, especially the 2 cycles. However, like nitrous... you (meaning, Anyone) need to be very careful in the set up and correct metering in relation to fuel ratios and throttle positions.... just as you would with nitrous, or else... you'll be picking up engine parts all over the place.
I guess my question to you would be... realistically, what kind of numbers are you looking for, with any amount of reliability at the same time? Which injectors are you presently running it? With the hp numbers you listed after your dyno pull.... they must be quite small, as the soot cleaned up after it reached full throttle, so it certainly wasn't over-fueled, and the whipple was matching air flow for the fuel that was there at wot.
Speaking of wot... what did you have it governed for on that dyno pull?..... it sounded to me, like it was somewhere around 2300+/-...?
As far as "building" DD's... most of my experience is with the series 71 engines... and a 4 year degree in Diesel Engine Design and Theory (from the mid-1960's)... specializing in 2 cycle.
The last three years of my training was directly under P. Nicholas, just retired (in 1963) from R&D at GM Diesel (as it was known as, until 1965), and who was a lead engineer in designing the very first 2 cycle prototype GM Diesel engine (a 4-71.. and of which I have an 8"x 10" factory photo of, just moments after its very first fire up, that he gave me after I came back from Vietnam), and through him I was able to see the "back room" at GM Diesel, where the experimental engines were... that they "never built" (that Corporate "brass" and their "bean counters" never knew about). ; )
If you're into the sled pulls, and have ever paid attention to the NTPA/ATPA/ECPA "Super Semi" class....there was a well known KW with a V12 (71) that ran for decades under the name of "The Lady Butterfly".... which I wrenched on and tuned for my good friend, John M. (the owner) until he quit and sold it due to health issue's (now deceased).
We were pulling between 23 & 2500 hp (approx. 3000 lbft of torque) out of it and turning it between 4 & 4200 rpm.... for years, with over 11,000 hooks... only spun a main bearing in 2006, in all those years of pulling since the 1990's. Also, it was "all motor".... No "power additives" allowed, ie; propane & / or, nitrous.
We didn't have the Big Bucks like many of the guys that came into it during the mid 2000's up to present day, and we did what we could with what we had... and could have used better matched turbo's and a High-Bypass blower and faster gear ratio, for the amount of fuel we were pumping into it.... but, we had fun and rarely broke anything, except for minor stuff... with the exception of the trans in 2008.
The 6v53 N/A is rated at 195 hp, so 166 on the dyno is just about right for an N/A engine. It seems like you guys were expecting turbo boost numbers out of the Whipple supercharger. But that just isn't going to happen. With the stock 6-53 blower, it will make 2-3 psi boost, but it has a volume of 3.4 liters per revolution. The tolerances are loose to keep friction down because a 6-53 "blower" is a big fan. It is not a 6-53 supercharger like you would get from B&M that is designed to make 8 psi boost. Even with a Whipple 245ax (4 liters), it has tight tolerances to makes boost in a gas engine, which just creates more parasitic losses, while still not blowing enough air to make real boost. With a Whipple 305ax (5 liters), you would start to see some boost. But to hit boost numbers in the range of where a stock 6v53 turbo (275 hp) is running, you would need the Whipple 510ax supercharger (8.3 liters), but those cost $6,500. It makes more sense to just get an aftermarket turbo.
All you can get is 195hp from a 318 CID 2 stroke, hell go with a 3.2Lv6 mercury outboard 2 stroke with 450HP from Dave Bush Racing. It will run circles around this 6v53 2 stroke. This motor does not seem to produce muchj power per CID compared to performance outboard and sled motors, long live Rotax 850 ETEC. But it sounds nice though.
Bruce Miller for historical perspective, the naturally aspirated 71 cubic inch per cylinder Detroit Diesel came to market in 1938 and made 70% more power than similarly sized 4 stroke diesels. They were the work horse of the American military in landing craft in WWII. From the 40’s through 70’s the 671 was used in class 8 semi trucks. In 1957, Detroit Diesel brought the 53 series to market as a smaller, higher revving sibling to the 71 series for mid sized trucks and smaller boats. In the 1970’s they started making the 6v53 turbo , which made 300 hp. This was still a great engine for mid size dump trucks, because the next step up in 4 stroke diesels at that time was the Cummins ntc-350 for class 8 trucks and at 350 hp, it was 855 cubic inches.
Bruce Miller In the early 1980's Detroit Diesels were banned because of tightening emissions regulations, right around the time that Detroit Diesel released their electronically controlled silver series. The US military was exempt from emissions and used the twin turbo 6v53 silver series, which made 400 hp. So, basically what you are seeing here is an 1,800 pound naturally aspirated Diesel engine from a 1960's dump truck. In its day, it did make more power than the available 4 stroke diesels. This is a museum piece that they put in this pickup just for historical reasons and for the cool sound that they make. Now to address your 2 stroke outboard argument, how long would a 3.2 liter 2 stroke gas outboard engine last in a 30,000 lb dump truck running at 5,500 rpm all day? Not long. But that is what this engine was made for. A 195 hp 6v53 in a 1960's dump truck was not fast, but it would go 200,000-300,000 miles between rebuilds.
Its was a nice motor ahead of its time, its like a torquey version of a big 2 stroke v6 in a truck. It blows a lot of todays 4 stroke crap away!
The 6v53 should last a long time. the 3.2 liter optimax is marine duty 2 stroke and i would love to have it in a in a chevy silverato or GMC pickup. But the 5.3 has oil injection also but does not make the power for its size as the Merc 3.2L. Oh the merc 3.2l 2 stroke would be better of in a 68 nova!
In timberjack skidders when the blower shaft connecting the gears to roots blower would shatter in the -40f temps the the engine would just barely run enough to get on the lowboy to get to the shop. And talk about smoke.
No, its been tried among many other things. The only way to get boost pressures up in a two stroke and still scavenge is with back pressure like what a turbo would provide.
Very nice build! Saw your pictures of the truck with hood open on Facebook, and it looks as good as it sounds.
DD 2 strokes have to have a blower in order to run as they have no intake valves. A 6v53 was 318cid and @210 to 220 hp N/A. 6v53t were 250-275 hp I think. The easiest way to build power with this engine is to turn up the juice,install injectors 2 or 3 steps above stock and turbocharging ,then that thing will run like a scared ape. Cool idea with the whipplecharger though...
What do you think power would be like then
@@jagg5474all of it
I wonder if you can do a compound turbo setup on one of these. 🤔 Love the sound of these old Detroit Diesel!! 👌
VEgas Rat Rods just put FOUR turbos on a 6V53, badass 58 Apache they did for a customer, not much detail on the engine or dyno numbers though. LOTS of plumbing.
@@91ctddad Holy crap I'd love to see that!! 😲
@@91ctddad.... and that would be All that would be "impressive" about it.... all the fancy plumbing. Doesn't matter how many turbo's you can hang on it.. you can only get so much air past the roots.
I realize this is 8 years ago, but do you still have this truck? I'd love to see more videos of it.
I’m his step grandson it has a turbo now which is originally put on there with a bypass blower
@@loganzister9344 DUDE!!!! Video this Mama Jama! I would LOVE to see more on this thing. Always wanted to build one.
Impax, thanks for your response. I totally brain farted when writing my earlier comment, forgetting these 2 stroke engines have ported cylinders for the intake, and only exaust valves. Silly me.
So much Detroit Diesel knowledge in the comments. I'm a read them all 😂
They did have different ratings I drove an old Chevy it was rated at 150, but I have read after they added a turbo it was around 250
The truck looks and sounds great, id love to get my 453 on the dyno
Awesome, gotta see the engine in this truck!!!
I can give this beast 325HP and 666F/P of torque
It would be interesting to see the numbers off the dyno on this truck....
So you replaced the stock blower with another one. Two stroke Detroit’s are considered normally aspirated unless they also have an exhaust driven turbo.
tcorris you are correct,the blower on a jimmy provides absolutely zero boost,it’s there to provide positive crankcase pressure for ring sealing and to help with exhaust gas scavenging,nothing more. Personally I’d compound charge it. Something he351 over s400 would be a good fast spooling compound setup on that little motor.
I put a 4-71 in my F350 I have a 4 speed aux box behind the 5 speed I have quite a few of these old 2 strokes sitting in my shop .
you got an 8v53 hanging around?
TheTrapper70 Hello I may be wrong but I don't think they built a 8v-53 ??? I know some are not listed like the 2-53 in a old welding plant I have that was used to feed what was called a six pack 6 welders in a rack for 6 people to use at once on a job site .
John Siders there are some clips of an 8v53 in a fire engine not an 8- 53 which would indicate it wan an inline engine
John Siders there is an 8v53 but they are rare..
Hey John Siders,where is your shop, and would you like to unload one of these engines you speak of?
Just would have liked to have seen the dyno results anyway. Planning on putting one in my 02 Toyota Tacoma one of these days only thing stopping me is of course money!!!
these engines were never about intermittent power, they were about running at 80% max load 24 hours a day for years with only oil changes.
Well unless you are doing this just to put on a show . You should rethink your engine plan. Sell the wimp and go twin turbo if you are looking for power and don't forget the big water pistols and methanol injection then she'll give you the numbers . Just as a side note your exhaust system will have some effect on engine boost pressure and it can be dramatic in some cases . Going from 12psi to 6psi with a muffler change remember this is on positive displacement blower running a full exhaust system . In most cases I have to make my own mufflers/exhaust system to get the numbers . The best and most accurate way to get boost numbers is with open headers .
advance the cam timing one tooth. boost issue solved. i get 17 lbs running 1 tooth advance on my silver 453t just beware egts get high fast if you use all the new found power
Troy Miller only works on a turbo engine because turbos make backpressure, all the extra air in the video from the supercharger goes out the exhaust. need a low duration exhaust cam
...naturally aspirated detroits close the valves after the ports...turbocharged detroits close the valves before the ports...you just need to get your cam timing to the turbo specs and it will build boost...I would go with a turbo...superior to anything else...
The 6v53 blower turns 33.33 % more rpm than the crankshaft no matter what its a constant
There is no such thing as a naturally aspirated detroit diesel . All detroit 2 smoke diesels are forced induction All no exceptions . And the crank case blower must be positive displacement type.
Welcome to the hair-splitter’s club...
@@2x4barrels40 ...the blower on a Detroit is an exhaust scavenge blower...not a supercharger...
...any Detroit without a turbocharger is naturally aspirated...their exhaust valves close after the ports which means the cylinder is at atmospheric pressure at the start of compression...turbocharged Detroits close the valves before the ports which means the cylinders are at turbocharger pressure at the start of compression...
...should have mentioned 4 years ago that a turbo will still require a roots blower for exhaust scavenging...you need both and you need to advance the cam timing to get the valves closed before the ports close to build any boost...
...the Whipple should build boost if you advance the cam timing...it won't if you don't...
1:52 how much are they going for?
Turn the wick up dude let that big dawg EAT!!
got to love that sound :)
Oh, how I wish I could replace the 4.3 with a Jimmy 53 in my 2011 Silverado 1500!
Don't
Get a real truck for a real engine. Anything new would be a waste of a good Detroit.
3:20 = Eargasm
i wonder if reground cam with later timming would help hold the boost in, might have to be short deration so it opens late but still closes close to the same point. Cool truck, sounds neat
I've herd guys advance the cam by one cam gear tooth. Makes the cam come in sooner, closing the exaust ports earlier at bottom dead center.
Like you said, a legit custom cam would be the proper way to go about it.
Idk if you seen them, but there are some 6v53 detroits pushing 900+ to 1000+ hp these guys really like to keep their secrets though lol
@@BEBOPPINandSCATTIN This is not an option as this is a two stroke diesel and these engines do not have cams!!! The intake and exhaust ports are in the cylinder walls, hence the necessity for a blower to push out exhaust gases!!!
@@un-silentmajority You would be speaking of the "51 series" Detroit Diesel, which are very rare. The rest of the 2 stroke Detroits have camshafts and valves. With the help of the blower, valves open to evacuate exhaust while around bdc, when the intake ports on the cylinder sleeves are exposed. The intake ports on the cylinder sleeves are horizontal, positioned around bdc. The cylinder heads are OHV.
@@BEBOPPINandSCATTIN..... The intake ports are "Vertical" (not horizontal as stated) around the liner and BDC is dead even, at the bottom of the ports. You're correct on the Series 51.
Hello I have a techie question how did you set up the governor and the fuel rack control rods on the whipple ???
You need turbos And + 165 injectors.
Or he can keep it like that because it's way cooler
That's what a non smart person would say bc it's a 6v53 Detroit it would blow with turbos bc of the extremely high compression the supercharger still puts compression on it but it will be safer. The stock turbos were good bc they weren't turned up heavy. Think before u type.
Gee never did say how much horsepower or torque it made. I thought that was the purpose of running it on a dyno.
In another vid they said 165hp. Kinda disappointing, especially since I'm putting a 6V53 in a pickup. :/
description says 166
Congratulations on you project. Out of curiosity, do you have any fuel consumption numbers?
All of it
Engine swap is super cool but let's see the rest of the truck.
Try advancing the exhaust cams so they close sooner,.
I'm pretty sure that 6V-53T (Non DDEC) are making 350 HP in military trucks. I work on them!!!
out round 400hp these days but they dont last long
I would love to put that same Detroit in my 1988 chevy K2500 snowplow truck!
is the 453 a comparable engine to use?
4cyl 53ci (each cyl)
+Mike A 3cyl
I have an 86 3+3 chevy dually 2wd. I've been debating between a 12v Cummins and a Detroit. I love the sound of a Detroit but a 12v cummins is a great engine as well.
Lee Hilton Do the Detroit. 453 or 653. Straight 6 if you can find one. 12 valve’s been done enough. Plus you can’t beat old iron and the head turn’s she’ll receive.
Detroit is way better than cummins
Why would you tell us the horsepower on a diesel? We want to know the torque...
@Furry Trash that's it?!
@Furry Trash so is my Cummins, but i can make more than 400hp with JUST a tune. To each there own i guess
@Furry Trash actually my truck came with 325hp and 610tq from the factory. Just seems extremely pointless...
i hear a way to add pressure so you can actually create boost without having it go out the exhaust is to have a much lower duration exhaust cam
Nope, You have to choke the exhaust with a turbo. Its the only way to build big boost
Dave Molnar yeah that makes sense. but i dont see how having a low duration exhauat doesnt help create boost, maybe you could explain?
on a two stroke the exhaust ports are wide open during scavenge. You would have to make such a huge change to the cam that the engine would not scavenge well. The only way to build boost in a two stroke is choke the exhaust. Turbo is the best
I bet you could play with the cam timing to up the boost
i have always wanted to build
one of these
I want to build one of these, i have a bare bone 82 chevy that i want to put this motor in now.
man i love this truck
Hope it don't run away
Walden Ontario Canada? If so you got any extra 6v53 ?
this is a nice looking vehicle and an interesting build for sure, but I do not understand why with those power numbers?
Bad A** truck! Not too well versed on Detroit Diesel trux, but do love the use of a Whipple SC instead of the turbo that most people use. How much horsepower does this beautiful beast make???
Well..... Ya kinda can say ya went backwards with this one unless you swapped the roots for the whipple.
I see the the truck does not sit much higher than normal. How did you get the engine tucked down that far without added lift in either body or suspension. I'm building a 1954 Chevy 4500 on a 1 ton chassis with a 6v. Also has an Allison MT540 behind it.
Ok what am I missing? Where did content on this truck go? Your conenet stops 6 years ago, where did you go?
166 seems a little low i believe we were making more in clark skidders. 6v53s stock had a blower is the wipple a high performance model? you may need to look at bigger injectors. its getting hard to find tecks that even remember 2 strokes
With DDEC III controls a TT 6V53 is NATO rated at 400 HP.
I just looked at my dad old garage I found brand new in the box 1986 Detroit Diesel 6V53 Blower how much it's worth ?
I dont think there are too many guys looking for them these days.
166 horsepower?? That sucks! My buddy has a 6V53T making 320!
Forgive my ignorance here, but can you use an expansion chamber in the exhaust like on a 2 stroke gasser? As is that thing is badass. I like the fact you dont have a turbo on it because that could prevent a runaway (i think).
detroits have exhuast valves,so it's not like dirt bike,chain saw etc.
couldn't you just advance the exhaust cam timing so the valves close before the intake ports?
You could, in theory, but that would reduce exhaust gas scavenging and reduce the amount of oxygen in the cylinder, reducing power.
Did you end up turbo charging it
Only 166 hp? You should be pushing at least 250. Is it because of the backpressure issue?
425lbs of torque
166 actually wasn’t that bad for a NA 6-53. Keep in mind he’s turning through a 10 speed truck transmission, transfer case, and pulling 33” (I think) tires; all of that mass and drag really skews the numbers.
Why not compound boost it with both a supercharger and a turbo. It would mean you can that lowdown boost build up and also some back pressure.
MY GOODNESS!!!
I need one of those✌🤠😎🤓
That supercharger needs to go. You didn’t make any power and added a huge Achilles heel to this engine. The stock supercharger was gear driven for a reason. If the belt breaks, the engine will now turn off. Swing and a miss.
Have you ever considered a custom ground camshaft? I'm thinking one with a slightly higher lift but with less duration (or open time), thus alowing increased pressurization during the up stroke. Just a thought.
jon dough Ya we do!
jon dough The cam operates the exhaust valves.
@@kd7uhaand injectors
this can't be a 6v53T?... that makes
320 hp, 239 kW @ 2800 rpm
and way over 500 Ft/lbs
Kyle H it was supercharged at the time that’s why lower numbers. now it’s turbocharged
RT 610 (the earlier noisy one)
Would,love that motor in my dually awesome prob a lot of work
What was the end result 4 hp and torque? At what RPM? The truck is super cool for sure
Only 8 year 2 see this does it still run
NICE TRUCK
I wonder if a 8v53 would fit in a k-30?
I want one in my 83 TopKick 4x4
Johndeere 100 have to move the firewall quite a ways but yes. Good luck keeping ball joints under it tho.
It would not
How much does an engine like this cost new and used? Also are they easy to drop in your truck and will they hook up to your existing transmission?
Extensive mods required. Very heavy engine requires at least a one ton chassis. Anything is possible to mate transmissions with adaptors if you are clever enough. These engine sound like they scream but actually don’t rev past 3,000 rpm. Gear ratio is always an issue.
whipple super chargers suck. last year and some had nothing but problems with bearing in them going. one took out a motor
What size is this Whipple supercharger? 8.3L?
Putting the whipple on this engine was a complete waste of time. The blower on them is only there to allow them to breathe in the first place. IE they won't run without one, and are considered N/A if that's the only thing present. The original roots blower on the engine will perform just as well as the whipple.
cam timing will produce higher cyl pressures,so id look at a set of cams for sure,maybe a "P" pump conversion so fuel can be easily adjusted
Dude it’s a 2 stroke.. there are no intake valves to control with cam timing... there’s no injection pump either.. it’s a direct injected engine with fuel injectors under the head covers controlled by a fuel rack on a linkage rod..
@@mikecorleone6797 you brainless keyboard driving fuck,i have actually rebuilt these engines and have been working on them since i was an apprenticemand you dickhead mike?
Cam timing? P pump? You’re barking up the wrong tree.
@@bnkwupt if your refering to a stock engine with no modifcations,but this is an experimental performance application,there have been companies in america who re-engineered the 53,71,92 series to get more boost pressure into the cyl,which included new cams to shut the exhaust valve earlier and build pressure in the cyl,a P pump would be a difficult and unusal modification,but as someone recently followed gale banks lead and bolted a common raail system onto an 8v-71 race truck from a duramax p pumping one would be pretty simple and gives you higher injection pressures and an easliy adjusted fuel limiter
Where did you buy this motor again?
I need this truck
Just don't let that screaming Jimmy run away sweethearts!!!!! You won't like it!!!
Was there a body lift required to fit motor under the hood? I'm wanting to do a 4-53t swap on my 2wd but have only seen one 2wd done and the motor hangs out about 6" or more over the hood.
I am doing one with a cat 3208 if its a Ford you need to find a older truck you can get a iron dropped axel out of and cut remove rebuild the cross member I cut and shortened the oil pan (ruined the first one AHHHHH ) and put a 2 inch body lift no cutting up the cab floor or tunnel that way on the 4- 53 and to ALL of you guys messing with these 2 stokes make sure you have the EMERGENCY STOP flap in it and working hooked up a stuck rack and all hell breaks loose !!!! can you say runaway !!!!!!!!
John Siders thanks. I'm wanting to do the swap in my 2wd Chevy C30. Am already modifying my trans tunnel and floor so that isn't an issue. Hoping to run a road ranger behind it but not holding my breath on that one
Matt Fultz Ok on a chevy you may be able to cut and drop the front crossmember a few inches The last 3/4 ton chevy I owned was like a 78 Cant remember if you could get away with it because of the tie rods Of course you could put blacksmith skills into building a dropped tie rod ?? The mixers I work on have them to clear the front diff housing so they can keep them up out of harms way .
John Siders I am already sectioning my front cross member 1.25" as well. Having to notch the frame about an 2" to allow clearance for the tierods. Would like to see an actual build of one of these going on a truck but haven't been able to find one
Matt Fultz A lot of modifications to fit one of these into a chev pick-up.
what was the torque?
All of them.
Which model Whipple are you using?
Where do you find that kind of stuff
Did y'all have any problems fitting the engine in? I've been tossing around the idea of putting a 6v92 in a k30 but I think it would be too tall of an engine
You would have to go with a 53 series unless you do a body lift and box the frame
Maybe try a 6v71. 🙏🙏👍💪
If you want an engine that big just get a big truck. I’m surprised they even fit a 6v53 in a pickup anything bigger would definitely not fit.
Power numbers?
On a Detroit it’s a blower not a supercharger.
hello, so I just came across this gem myself, you stated it has a 10spd, what transmission is it, and what are you running for a transfer- case married or divorced?
Robert Berrey I don't know specifically what he's using but have spent 12 years in the heavy truck repair industry. I say it's probably a Fuller/Roadranger RT610, RTO610, RT6610, or an RTO6610. One of those four would be the best suited 10sp for that size of truck. With the transfer case I've seen people use a divorced NP205 (New Process) or a divorced Atlas but I can't remember the part number on the Atlas. Those are just the ones I've seen people use in this sort of application. Not claiming to be an expert or anything but I have a little knowledge in this area.
Thanks, i have pipe dreams at the moment of running a 2 stroke diesel in a 53 chevy 1ton, one of the main approaches is to turn it in to a 4wd, and it's a pipedream as i don't have the pocket book to back it yet...
Go for it you will love the sound and the awesome torque a 4 stroke cannot deliver.
Sounds awesome but so disappointingly weak....With a turbo added and lots more fuel it should do much better👍🇺🇸
what trans. and transfer case did you use? I would like to do something like this to my 85 1 ton. any advice would be great. I like the 10 speed and jake brake.
Quantuz HP? ?
that is hot
Please excuse me,, I need some time alone!!!!!
hey it's ariens diesel how are you doing
cool truck, who can I talk to about buying one to import here to the uk?
We could build you one. The one on youtube has a 6V53 detroit 2 stroke with a 10 speed eaton fuller truck transmission. after that there is a tranfer case for 4 wheel drive. The truck is an '86 chev single wheel 1 ton. It even has functioning jake brakes. The whipple is not worth having on there and work is underway to change over to the way the military crate motor was with turbo and original blower. I could ask Ron if he'd build you one. It surely would be the only detroit powered chev in the UK. Cost is not for the faint of heart however. There are many extensive and time consuming modifications required to the truck to make it all happen including dis-assembly of most of the truck. Fun to drive tho. I hauled my 28' camper to Davenport IA and back with it which was about 1500 miles.
THANKS FOR THE REPLY, YEAH IT WOULD BE A ONE OF A KIND HERE IN THE UK! DO YOU HAVE AN EMAIL ADDRESS SO WE CAN DISCUSS THIS FURTHER?THANKS.
Hi my email is dave@impax.on.ca or call 1 519 369 1003 for more info.
i was the the engine and the 10 speed auto anyone know where I can get them.at
Tom hanks!!!??
this will pull well!!!!
how heavy are 6v53's?
Right around 1600 lbs.
+michael jagger Aluminum ones are 1100 lbs.
I think thats about 725kg. Very heavy.
how did you mount a transfer case behind a roadranger?
Derrick Moyer it's divorce mounted probably.