Onslaught,

Any pictures of the Mini? My brother is a Grand National junkie and I would love to send him some pics. By the way, I saw a modified, full bodied Grand National run 8 seconds flat in the 1/4 this last summer.

 

In addition to what wannadiesel said....the 24V pumps are no where near as reliable as the 12V injector pumps. With the 98.5-2002 CTD's there are a number of fuel system issues that you dont really want to get into. The 12V pumps are dead simple, have no electronics, and the engines are real easy and cheap to bomb, which is exactly what you want - correct??

Good luck.

PS, at least you are realistic...there was a guy on here not too long ago that wanted to squeeze a CTD into a Gremlin...

 

These engines are pretty heavy, the owner's manual on mine says 1050 roughly. I have never heard of a crankshaft failure on a Cummins. Maybe that is because the crank wieghs 175 lbs, from what I was told.

 

Well you can also try the marine oil pan, it is shallow and it is also aluminum making it lighter. It doesnt have the deep sump instead it has more of a sump along the whole bottom. You can also switch from the front or rear sumps to the other in order to clear cross members simply by changing out the oil pickup tube. All these parts are available at your local Cummins dealer. You can check at your local dealer and every one seems to have an old guy who loves to juce up out of warrenty pumps just to see what he can get out of an engine. Your best bet is to hook up with one of these guys for a wealth of advise from someone who works on em every day. You can also mount it up to a 7 degree angle with out worry. As far as height I think I would go with the 12v for reliability, cost and it would be pretty cool to have 6 polished valve covers popping out of the hood. I have also seen the polished and plated turbos that would look cool sticking up out of the hood. Good luck I would love to see something on this nature. I am friends with an engineer that works for Cummins who is currenty desining a diesel motor cycle for himself. Just to be different! Cool huh?

 

A Gremlin!?! Now THAT is looney!

After looking at matters;
The Imperial would NOT be able to handle this MUCH increased front end weight. Braking would become a nightmare, handling (for what little there is) would go right in the toity, and to MAKe it work would require a huge amount of front end modiification and grafting..
SO, with that said I am now considering finding a wrecked Dodge truck, just get the frame, suspension, engine and drop the Imp body onto it.
I will have to section the frame since the Imp has a 120" wb and a SWB truck has a 140" wb. Then I could use Air Ride Technologies airbag suspension to get it into the weeds.


The guy who I helped build the Mini (he owns it) with has the photos, I will see if he still has them.

This wacky project needs a name... any ideas?

I love this place!!

 

how bout "Imperialistically Insane"

As far as braking goes, don't forget to slip on an exhaust brake to assist in putting the whoa to this beast

 

Maybe "Crown Cummins" or "Alabamer Hammer"

 

Alabamer Hammer works for me....

 

Okay, so far so good.
I have noticed from reading that as the power output gose up from performance parts, there becomes an issue of oil temperature and high egt's. Now, will this be a problem at high speed cruise? I love to drive long distances as fast as I can.

With gasoline engines, as we all know, the more power parts that you put in the gas it uses even when driven gently, is this proportionately true with diesels?

I have heard everyone mentioning the pump as being the heart of the engine for power. What about larger turbos? Bigger Intercoolers, bigger headers, larger intake manifolds, oversized valves, head porting? From what I understand, the diesels very nature determine that the guts must remain the same as they ever were. Yes?

Let me ax ya dis:
is 750 hp and 1100 lbs torque possible ?

 

You've got a lot of reading to do. Oil temp is only a problem in automatics when towing, and high EGT's only occur when you're using a lot of power. Just cruising at 90 mph isn't consuming enough power to worry about the EGT getting high. You're gonna need an auxiliary overdrive or a gear swap in the axles if you want to cruise much over that, remember that 4000 RPM is the top end for these motors, not a comfortable cruise RPM. You want to gear it for 2500 RPM cruise for good economy and response. The intake and exhaust manifolds don't seem to be a limiting factor, and neither does the intercooler. For a driveable 750 HP/ 1000 ftlb engine, twin turbos (compound, not parallel) are the way to go. I have driven such a truck (in the rain, no less) and I can tell you that driveability isn't a problem at that power level. The truck drives quite normally until you put your foot more than 1/4 of the way down and the twins spool up. Then it's like the hand of God plants you in the seat. Head porting, a cam, head studs and o-rings, a set of twins, huge injectors, and a stoopid pump are all that stand between you and all that power. Spend a lot of time reading the 12 valve engine and drivetrain and the High performance/aftermarket sections, you will learn most everything you need to know.

 

As Bob Dole Sez:
Easy boy!