Differant Diesels/ Applications
 

Hello all:D New member here. I've been lurking for several months now and think this is a top rate forum and finally got a little time to join. I am looking for some info for another project[eyecrazy] , or should I say, a project that I have done and re-done several times! I have a 49 1 ton dually Chevy that I would like to put a sweet motor in. I am looking for options for a complete running gear to slide under this sheet metal. Cummins would be the first choice. Heres the "Q"... what all did the CTD come in w/ a 5 speed? I have tried to search for this info but can't seem to get very far. Have heard that bread trucks were common, think I have seen GMC coe 1 tons w/ CTD. Am open to other diesels but have heard that I should stay away from Isuzus. They are real common but unreliable? Also, can't find out much about the Cat C-7, what did they come in? Are they any good and can they be "warmed" up like a 12v CTD? Nissans? I know nothing about them. I am fairly new to the whole diesel scene and most everything I know comes from either this foum or through experience from driving the Freightshaker w/ the Series 60 Detroit. I know small blk Chev like the back of my hand and have built many w/ great success but I am going to rebuild this truck to suit my needs as far as fuel mileage, towing and heavy hauling. Right now I have a 95 F-350 w/ a 460 and can't handle the gas guzzling habit and lack of get-em-up-and-and-go. Simplicity is a must so no computers and mechanical injection is essential. A whole running gear is my best bet so I can have some modern brakes, power steering, etc. Nothing wrong w/ existing frame, will need to be stretched as I will be adding a 60" sleeper, 8' bed this time, I have a 7'x7' flat on it now, and a tilt front end. Are commercial CTD's same as what you would find in a Dodge? Think I read that somewhere on here? I know any running gear I could get will need to be stretched to fit my needs, that's no biggie, I'm used to big chores for big projects:rolleyes: Any info will be greatly appreciated and sorry for making a looong post first time out of the gate.........Thanks....Dan

You are basically going for a 12 valve and the commercial engine is essentially the same. You can find them in smaller Freightliners, and like you said, bread trucks and the like. Does not matter if it came with a five speed. You have the Dodge adaptors easily available or the SAE bell housing so you can mount any trans you want. How about a Road Ranger?

Different subject, for more torque and pulling power on the 460, advance the cam timing one whole tooth. To do that, set up the chain as stock and before bolting it down, slide the cam gear off and rotate the cam one tooth clockwise. Lot more torque and better economy. The nay sayers will say you can't do that, but once tried you will like it if your purpose is pulling. I set a lot of engines up that way for pulling. It is faster also except that it falls off on the top end faster, up around 5000 rpm. For EPA reasons the cams of todays engines are retarded seriously.

Dan I would go with the Cummins if for no other reason than the availablilty of parts due to the Dodge use. I will give you one tip when you set up, you have the choice of the Dodge rear sump pan, and commercial pans with much more oil capacity in center or end sumps. The pan is reversable and with the right pickup you can use it either way.

I have gone to using the commercial engine but I don't think it matters in the 12v series that you will be using. The differences are minor even with the 24v. The commercial engines are cheaper and easier to obtain. The bell housings and adaptors bolt on any of them. Using the commercial engine you also might come up with the air compressor set up. Stay away from the vacuum pump deal. It is a PITA. I am doing that on this latest engine. If you use power steering, a shop can set up the latest ps pump to the pressure you need.

YOu probably would be better off using the commercial mount system on a conversion. The commercial uses a front mount and bell housing mounts. The Dodge uses side mounts and a transmission mount. One day I plan on putting an old RTOO 913 trans in mine, the easiest shifting trans ever made. About 200 pounds heavier than the five speed, but will outlast the truck.

Stay w/ an I-6...takes up less space than the V-8's. I think I saw somewhere on here that a comparable size Cat engine weighs more than the CTD 5.9.

Your '49 will take major frontend remodeling to handle the weight of 5.9 CTD. Might want to consider a 4BT (4 cyl) they're used in UPS, Fed Ex, etc type trucks with a 5 speed.

Just read of an Isuzu DuraMax crossing the 500k line with no major repairs. Don't think I've heard of any 24 valve Cummins that have made that many miles...

Thanks for the speedy replies, I agree w/ all that the 6 holer would be best and the front suspension would not be an issue if I got a whole running gear, however, the 1 ton axle is plenty strong to handle the weight of a CTD, trust me, they're "overbuilt". The stock 6 weighs approx 750#. I have a small block Chevy in it now. I wouldn't be adverse to using my existing running gear if I can muster up the parts to upgrade, ie: Impala front spindles and discs, the rear is the same from 46-72 w/ a 10" ring gear however the highest gearing is a 4.10 which is what I have now. The old SM420 trans I have in it now is from a 61 2 ton w/ the trans brake but I know that those 2 combined will not make any diesel happy, so that is why I was wondering what all types of trucks would be a good chassis donor. I can get a better set of rear gears w/ Bendix brakes rather than the stock Hucks, hopefully a stout trans w/ overdrive, etc. I'm not sure what type of trans that Haulin-in-Dixie is referring to in his post. My knowledge is pretty much limited to old Chevy and some Ford stuff. I just wanted to see what options that there are so I can keep my eyes peeled for a nice wreck or something. BTW, the Isuzus I was referring to are the little coe's you see out there w/ the 6 lug wheels w/ box van bodies. Also, I failed to mention my extreme "shoe string" budget! Thanks again.......Dan

Just for everyone's information, BigBlackDodge on this site has well over 400,000 miles on his 2001.

What I was referring to on the trans is that you can bolt up any of the smaller big or mid sized truck transmissions. The Roadranger 6610 or 610 are mid sized truck transmissions with 9 or 10 speeds, as found in dump trucks etc. Does not matter what engine they were on, the SAE bell housing is a standard item that bolts up whatever in commercial transmissions. The RTOO 913 is a Roadranger that was used behind the 238 Detroit level trucks, has 13 speeds was built as an overdrive splitter, but it is easy to turn the gears around making it a double overdrive which works well with the low geared rears. It's overkill but once in you can forget about it and the clutch for the rest of the time you own it. They are a heavy piece though. Not so much heavier than the darn six speed though. I put over 1,000,000 miles on one with only minor repairs like a valve now and then. I could buy one and set it up cheaper than replacing the six speed.

If you ever do it let me know. That sounds like something i have to see.I might have to go back to driving.:o