N.O.S. Posted March 9, 2010 Share Posted March 9, 2010 (edited) The 5.9 litre 6BTA should give out 200 hp and 500 ft.lbs torque at something between 2,440 and 2,600rpm (depends on spec). Compare to the Continental 8 litre petrol - 2,400 rpm / 145 hp / 372 ft.lbs. Even the 130 hp non-turbo 6B should be able to match the Continental's peformance. Marine spec. engines can exceed 300 hp! Edited March 9, 2010 by N.O.S. Quote Link to comment Share on other sites More sharing options...
N.O.S. Posted March 9, 2010 Share Posted March 9, 2010 And this is what they sound like - more like a petrol than many big diesels: Quote Link to comment Share on other sites More sharing options...
R Cubed Posted March 9, 2010 Share Posted March 9, 2010 Is this the same engine as Mikes WLF has ? will this one go better !!! Quote Link to comment Share on other sites More sharing options...
TooTallMike Posted March 10, 2010 Author Share Posted March 10, 2010 Richard - this one may go better as the intercooler and radiator are matched to the engine. Mine uses the WLF radiator and no intercooler. However if this conversion goes well I will try and source an identical rad/intercooler assy for mine. - MG Quote Link to comment Share on other sites More sharing options...
TooTallMike Posted March 10, 2010 Author Share Posted March 10, 2010 The 5.9 litre 6BTA should give out 200 hp and 500 ft.lbs torque at something between 2,440 and 2,600rpm (depends on spec). Compare to the Continental 8 litre petrol - 2,400 rpm / 145 hp / 372 ft.lbs. Even the 130 hp non-turbo 6B should be able to match the Continental's peformance. Marine spec. engines can exceed 300 hp! The data plate for this Cummins states 156kW (209hp) with a maximum engine speed of 2,500rpm so on paper the truck should now be faster flat-out. I would not, however, advocate testing this theory! The important thing to realise is we are not doing this for speed. The intention of this conversion is to improve reliability, power and economy. - MG Quote Link to comment Share on other sites More sharing options...
42 chevy Posted March 10, 2010 Share Posted March 10, 2010 Mike; in reference to your preivous post, are there any relaibilty issues with the 22 R engine. I am in agreement about power and economy. My experience in driving a series 5 was about 32-35 mph flat out and 5 mph going up some hills in 2nd gear If you tried down shifting from 4 th down to 2nd once on the hill, you lost all your momentum. John Gott Quote Link to comment Share on other sites More sharing options...
Grasshopper Posted March 10, 2010 Share Posted March 10, 2010 The 22R engine does not like to restart when hot! We had a lot of issues with fuel vaporization on Mikes truck pre-dieselization. It also didn't like starting in damp conditions. The driving characteristics were as you described. 5 mph on hills if you were lucky. I got caught out on a hill in Bethune with nearlly the whole convoy behind me. The truck was so underpowered that i needed 1st gear and was never going to get it from 2nd, so stopped the entire convoy on a very nasty hill. By the time we got to the T-junction at the top, we didn't know which way to go as the armour and the lead escorts had gone! Quote Link to comment Share on other sites More sharing options...
AndyFowler Posted March 10, 2010 Share Posted March 10, 2010 My mates petrol Diamond 969 wrecker is the same on hills , he was very surprised when I overtook him in my uparmoured Pig on Wrotham Hill :cool2: I will add this is the only vehicle I have overtaken in her !:-D Quote Link to comment Share on other sites More sharing options...
R Cubed Posted March 10, 2010 Share Posted March 10, 2010 Richard - this one may go better as the intercooler and radiator are matched to the engine. Mine uses the WLF radiator and no intercooler. However if this conversion goes well I will try and source an identical rad/intercooler assy for mine. - MG Right so same engines in both trucks driving the standard ward g/boxes. Have you thought of just getting an air to air intercooler for your truck or is there a space issue under the bonnet !!! Hmmm would one of those engines fit in a GMC :cool2: Quote Link to comment Share on other sites More sharing options...
N.O.S. Posted March 10, 2010 Share Posted March 10, 2010 Hmmm would one of those engines fit in a GMC :cool2: :nono: A 4BT would, but it just wouldn't sound right...... Quote Link to comment Share on other sites More sharing options...
Markheliops Posted March 11, 2010 Share Posted March 11, 2010 (edited) Hi all. A quick update on the spanner work. My next task was to remove the transfer box. I wasn’t looking forward to this as I remember what a pig of a job it was on Mike’s truck when it was done last year. I did however have an advantage in that the cab had been removed giving virtually un-restricted access. As it happens, the task was completed without any issues on my own. Both Mike and I agreed cab removal is the only way to do this task and as such this has been proved. Next job was to pull the Ward outside and jet wash the engine bay - if nothing else to make working conditions a bit more friendly. After this had been accomplished I pushed the Ward back into the workshop. Mike was due down about 1900hrs with the new power plant so I started some basic maintenance on the things you can’t normally get to with everything in place. I pretty much pulled everything apart and cleaned the components with petrol and then greased them up and put them back together again. I must say you really do learn a lot more about your vehicle when you pull it to bits. Some what concerned about the amount of loose fixings I found tucked away, such as transmission brake mounts, transfer box bolts. I also found the steering box mounts which are riveted and come loose so I shall replace them with nuts and bolts. Mike arrived about 1930hrs with the power plant / gearbox loaded in his Series 1 Landrover. (Many thanks mate). Carl accompanied him and together we hoisted the power plant into position. We were somewhat surprised by how low the Cummins sat in the engine bay. Mike was a little disappointed in that the engine mounts need relocating another 5mm. To be honest, I am amazed at how these things can be worked out without having the engine in place to take measurements. Hats off to Mike. I am very pleased with the result and progress to date. It’s looking good and I can’t wait to complete the project and see how the vehicle drives. Many thanks to Mike and Carl - and everyone else who are playing a part. Markheliops Edited March 11, 2010 by Markheliops Quote Link to comment Share on other sites More sharing options...
LoggyDriver Posted March 11, 2010 Share Posted March 11, 2010 Sure is looking very good and the speed of the job is great!! I would kill for a barn like that to work in, and to have a telehandler on hand must be a god send. Quote Link to comment Share on other sites More sharing options...
martinsaunders06 Posted March 11, 2010 Share Posted March 11, 2010 yeah you sure dont hang about, will the the axle prop clear the cummins sump or do you run without 6x6?. Seems to be the normal for the engine/power to be the weak link in a lot military trucks and i suppose it makes sense when having numerous drivers who dont own, really care or have to gough up when they break things and also if not overpowered you are less likely to break the transmission/propshafts when loaded and working, although suppose petrol had it over diesel in the war anyway.? what weight is a kitted up WLF?. my 816 is 17-18 ton and the N/A 14 litre cummins was underpowered with the gearing until turboed. Quote Link to comment Share on other sites More sharing options...
TooTallMike Posted March 11, 2010 Author Share Posted March 11, 2010 Right so same engines in both trucks driving the standard ward g/boxes. Nope, different engines, both with NOS WLF 'boxes: Mine: Cummins C series: 8.3litre, 245hp when inter/aftercooled (currently estimated 210hp without inter/aftercooler) Mark's: Cummins B series: 5.9litre, 210hp when intercooled. Original: Continental 22R: 8.2litre, 140hp, gutless wonder! - MG ps. I think a 4-pot Cummins would be a lovely conversion for a GMC and I may be on the look out for a suitable engine and truck once this one is finished... Quote Link to comment Share on other sites More sharing options...
R Cubed Posted March 11, 2010 Share Posted March 11, 2010 Owwww please please go on please.:cool2: Quote Link to comment Share on other sites More sharing options...
Tony B Posted March 12, 2010 Share Posted March 12, 2010 Great work, look forward tio seeing her again Quote Link to comment Share on other sites More sharing options...
abn deuce Posted March 12, 2010 Share Posted March 12, 2010 sure is looking very good and the speed of the job is great!! I would kill for a barn like that to work in, and to have a telehandler on hand must be a god send. ditto !! Quote Link to comment Share on other sites More sharing options...
Grasshopper Posted March 12, 2010 Share Posted March 12, 2010 (edited) yeah you sure dont hang about, will the the axle prop clear the cummins sump or do you run without 6x6?. No problem with the front prop clearance, so 6x6 can be retained, however Mikes truck runs without it as it caused a lot of vibration so we removed it. We really don't plan on getting into a situation where we would need 6 wheel drive! (been there, done that and 6x6 didn't help....see pics). The Cummins B sump is tin and can be easily modified if required. For this application it has been rotated 180 degrees as Mike has already stated. On Mikes truck we were not able to fit the front winch prop as the exhaust is in the way. Don't know what the clearance for that will be on Marks. Again, we should not be getting into a situation where we would need it! Edited March 12, 2010 by Grasshopper Quote Link to comment Share on other sites More sharing options...
TooTallMike Posted March 12, 2010 Author Share Posted March 12, 2010 The Cummins B sump is tin and can be easily modified if required. For this application it has been rotated 360 degrees as Mike has already stated. Actually it has been rotated 540 degrees as 360 wasn't enough... :n00b: Quote Link to comment Share on other sites More sharing options...
rambo1969 Posted March 12, 2010 Share Posted March 12, 2010 Great thread! Quote Link to comment Share on other sites More sharing options...
Grasshopper Posted March 12, 2010 Share Posted March 12, 2010 Actually it has been rotated 540 degrees as 360 wasn't enough... :n00b: ok smarty pants, amended.... Quote Link to comment Share on other sites More sharing options...
TooTallMike Posted March 12, 2010 Author Share Posted March 12, 2010 Owwww please please go on please.:cool2: Do I hear the sound of a project vehicle pulling up...? Quote Link to comment Share on other sites More sharing options...
TooTallMike Posted March 17, 2010 Author Share Posted March 17, 2010 The ERF radiator/intercooler assy. has been mounted into the WLF front panel using fabricated brackets made from short pieces of RSA, with 16.5mm holes drilled and triangular reinforcements welded onto the outsides. These were then welded into the WLF panel so that from the outside they won't show. A small piece of RSA was welded into the inside top of the panel to prevent the radiator from rocking forwards. This will have a piece of rubber riveted to it to prevent fretting. A removable clamp will then be made to fit behind the top of radiator to restrain it from moving backwards. All welded parts have been painted with Hammerite. Mark will have to attend to the burnt paint on the outside as and when he sees fit. We hope to test fit this and the improved rear engine mounts on Friday evening after which the fun of the front mounts will begin... - MG Quote Link to comment Share on other sites More sharing options...
TooTallMike Posted March 20, 2010 Author Share Posted March 20, 2010 Radiator fit was unsuccessful as we discovered there was a bit of bodywork directly behind the intercooler inlet and outlet. The intercooler will be raised by 150mm and the radiator mounts will be moved to accomodate this. Dull, but this is the price of doing the work 40 miles from the truck. In future I will only tack things in place until sure they are correct... Rain all day meant doing indoor jobs so I dismantled the spare transfer box for cleaning and rebuild with new bearings and seals. Transfer box split: Low range gear teeth not looking good. Hopefully Mark's one will yield one in better condition! I'll need to buy a 3-leg puller to remove this seized flange: - MG Quote Link to comment Share on other sites More sharing options...
R Cubed Posted March 20, 2010 Share Posted March 20, 2010 Mmmm nice double helical gears there :shocked: does it use standard roller bearings or are they taper ? That transfer box does not look much bigger than my GMC one, but I should think it is, pictures can be sooo deceiving :wow: Will the graunching on the low range gear have any effect suppose that is due to engaging on the move ? Lets see some more oily stuff ... Quote Link to comment Share on other sites More sharing options...
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