a long time ago I said some stuff about a new 6.7ltr cummins and nobody believed me sometimes I'm so smart it hurts
DM01

 

I hear you, Don. It seems everyone is going with the "just enough to get it done" level of strength on internals.

I'm surprised the screws are threaded all the way! I'm curious as to what ARP discovers. Looks like the Hi HP guys might need a little bottom end beef-up on the newer trucks.

Of course, there's always the Oliver/Crower/Manley option...

jlh

 

TTT

Don, any update on capscrew strength from ARP??

 

Mercedes Benz also runs the fracture split design on there 6ltr and 12ltr engines. The way I was told is that with a fracture design, since you are forging out of the same metal for the cap and rod, the expansion rate will relatively stay the same. If you take a conventional rod and cap and a dial bore gauge and measure the 4 points. You will find that the bore is actually egg shaped somewhat. Fracture split design alleviates this since it is forged out of one piece. So, the 4 points are the same. This is also allowing manufacturers to build an engine with less oil clearance.

 

Don, any update on the screws from ARP? What did they find?

jlh

 

TTT-- any update on the capscrew test results from ARP??

 

Its only been a year! LOL

The stock CR rods and fasteners are just fine for what we need at this time.


Don~

 

I've been telling my wife for 10 years that my rod is 7 inches......

 

......oooo, the Admins won't like you....

 

I have been led to believe there are 2 versions of the 24 valve 5.9, the QSB which has the rear cam drivetrain and the ISBe that is used in the 3rd. gens and have the front cam drivetrain. The QSB is the industrial/agricultural version. they are the same other than cam drive orientation.

 

They probably use the VE because it can mechanically advance the timing as the rpm's increase(i think), where the p-7100 cant.

Eric