so found a local (like two blocks from my office in santa rosa) 38k mile reman motor out of a wrecked F800 210hp 1998 motor reman’d in late December 2012 with 38200 miles since reman, new injection pump, lift pump, Air compressor, turbo and PS pump

obviously I’m considering it as a swap candidate or for some sort of 12 valve repower & modifications are on the agenda. so here it is ...... its going into a cheap v10 ford excursion that i have (paid $3800 two years ago has 170k on the v10 and I’m getting itch to do a swap).

the owner of the motor is a friend of a coworker and he wants $3k.

its a P7100 which they said was also reman’d at the same time. factory 210hp/520 ft lbs


my question is i recall that with 215hp motors the rings were different from a 180 or a 160hp and there were some minor piston differences. with a REVIVA motor does anyone know what pistons and rings they typically reassemble with? Are they cheap Chinese ones or cummins forged or.....

For kicks heres the plan for the motor is 17 degrees timing, a 3k gov spring kit, one of my #10 or so plates, an ported WG / HE351 that already has a big head actuator swapped onto it (which i have), a set of head studs, a fluid damper, some sort of missimoto, banks or BD larger intercooler and since i have one sitting here a mild Stage 2 175/210 104 LSA Colt Cam (unless someone says don’t bother) along with some valve springs and a fixed orface pac brake (which i have). id do a PBRX but i have the fixed orface sitting in the garage and it’ll do the job for now only needs to hold back 10-12k on 8-14% grades.

no injector swaps not even 5x.012’s, it needs to be clean running off the line strictly tow ready, cruise ready and altitude friendly (up to 8k and 10k in atmosphere) 350 hp combo with a v5600 behind it.


what concerns me is the ability of cheap reman pistons to take that additional fuel and abuse on a long grade towing. anyone know anything about REVIVA and their pistons/rings that they use other than “OEM comparable” lol

The truck motor runs hard actually impressive I’m wondering if the 210 pump actually is more appealing than the 215 because of the lack of counter weights tapering off fuel on the upper end for emissions purposes. research is a little sketchy timing is 12 dbtdc, cpp is 1552. some claim it is a 160hp pump with larger DV’s others say it shares the same plungers (12mm?) and DV’s (181’s) as a 215 pump but with a less aggressive fuel plate and different counter weights and gov springs?



comments......

 

First I have ever heard of different pistons or rings, they are different between 12 and 24 valve, and I believe IC and non-IC, but past that I show not different part numbers for those parts.

 

i could be wrong i seem to recall seeing a write up comparing the 160hp pistons from a 94 or 95 motor to those of a 215hp from 98 and the there were some differences with rings and ring locations it is possible that it was an update and that any new motor the replacement pistons are all going to be the later version.

 

Hmm, now I am a bit confused, from the Chrysler parts manuals, for the 94-95 and all 97, plus Automatic only 1996, piston part number is 4746627, BUT the book lists a different part number for 96 Manual only, 4882115 ( these are all for A grade parts, but the numbering follows for B,C,etc. )

So there IS something to the different part number thing, man the more I learn about these things, the more my head hurts........

 

It’s a #402 736 847 from a Ford F-650 1995, 210HP P7100, CPL 1552, can any one give me some pump specs? the alternate pump i have is a 1995 160hp P7100 from a CPL application of 1968 i don’t have pump specs or numbers on that one because its miles away but this 210 is sitting on my shop floor and I’m wondering to myself can a 215 pump cam be bought and installed into this pump as i suspect it has 12mm plungers. but since no info i can find is out there ....... anyone or are we all Common rail and 24v vp44 plug in a nd play junkies now. sure seems like it lately

 

Why do you want to change the cam in your 210 pump? Even the 160hp pump will support 350hp easily without digging into it too deep. The 847 pump from what I can find is similar to a 215 dodge application, including retarding plungers. If you want a clean 350hp truck you need to look at more than just the pump.

 

interesting. several shops including tst who I’ve mentioned the 210 model to and PN for have said regardless of what you do gov springs, fuel plate or other the cam limits fuel and RPM severely compared to the 215, 175, 180 and 160 pumps specifically they reference the 230hp and the 190 hp models as examples of other p7100 applications that just aren’t capable of what a dodge pump is. They all say that fueling would cut off at 2300-2400 regardless of mods. as well tst said that as far as they know the max they think the RV/commercial 210 pump can push is around 275hp. Zack at hamilton said the same thing but then followed up with he hasn’t played with them much just that he knows the 190hp version and he said most likely the 210 are severely hampered by their pump cam profile. seems odd but hence my vague questions. trying to dig for info in a spot where i can’t find specifics just hearsay. i like you saw the 847 and went well why can’t it break the 300 mark.



As to the pistons i have confirmed they are not a cummins piston but are a federal mogul replacement and they must be of some decent quality as they carry a decent warranty on the motor. specifically on this one reviva and the installing shop offered a 3 year 100k engine warranty to the customer. injectors and pump were rebuilt at same time as engine according to the documents. the pistons are the same style as the 215 pistons with higher lands and ring pn’s cross reference.

So I’m down to trying to figure out the pump and the injectors. and why TST and these other guys all think it isn’t capable of what any dodge pump is capable of

 

I guess there is one easy way to find out...throw some 181 dv's or your preference, or see what's in there to start, fuel plate and 4k springs and see how it does. If no good keep your parts for the 160 pump.

 

some of the industrial motors have different setups. the top ring land sits further down from the top of the piston crown to deal with the heat. I think this is mostly on non-intercooled types. I may be wrong..
There was a post or two on this subject on competitiondiesel awhile back. Good reading.