Hello forum,

I found a good deal on a Cummins 6CTA8.3 engine M2 ( Marine 2, they have Marine 1, 2, 3), I think this is the 350hp Intermediate engine so it is not a continous ( CUmmins website I assume 1 is continous and 2 and 3 are intermediate). So I would think the throttle control wouldnt be like a generator where its either idle or all out WOT. But what other things would I have to change is possible to make this work. The oil pan looks like a boat, angle going up in the front and angleing upward again a few inches in the rear. So it is not like the truck engines that have a sump in the front or back and has clearance on the other side for the front axle.

Water pump, since a marine engine uses sea water to cool down the engine, would the water pumps be any different? Alot of hosing and a few water containers on the sides, Untill I buy this or take it to the shop I'll be able to figure the routing out and see what can be changed but generally could a marine applications Cummins be used in an on road application? Thanks for the help.

 

I dont think you have the clearance under the hood or between the grill and firewall for an 8.3 litre. My 5.9 just bearly fits as it is.

Phil

 

With enough stretching and firewall beating it could fit. Body lift would help in the height department. Some guy on DTR put an 8.3 in a Ford pickup so it is possible. I Just want to know if this marine type Cummins could be used in an on road application. WOuld the Injection pump need altering? Seems to have a P7100 pump, Im just worried about all range rpm operation and the cooling system plus the oil pan looks like a bowl. If I were to do this project it would have to be a 1st gen Dodge, or a pre 88 Chevy truck.

 

IIRC, marine engines have a different governor in the P-pump. Makes them a bit less friendly.

Marine engines are meant to never see over 160° on the temp gauge and thus can squeeze more hp. 350 hp out of a "C" engine could be continous (or nearly) in a marine set-up.
BTW, seawater shouldn't go through the engine. They use exchangers.

 

Oh I see, I tried searching for marine application Cummins and came up with the timming set at around 22* as onroad cummins are at 15~16. Another thing Im worried about is the oil sump pickup, are they in the front or back of these engines?

Also, COuld I adjust the timming back to 15-16 to alleviate the problem of running marine engine at 210*F compared to 160*?

 

what's wrong with running at 210°??? might be a little high, but if it were at 200° that would be fine.. [now if i could get my engine up to running those temps, that would be good..]

colder is not better in diesels... [then again too hot is bad too..]

 

I think my best bet is to call the cummins hotline and see what they have to say about the difference between marine versions. Thanks for the help.

 

TTT, called the Cummins service Tech line and got nothing, they say they couldnt tell me anything about it, I thought technical meant something.

 

In general, it is just easier to get a different motor meant for 'automotive' use than to convert a marine engine to automotive or the other way around. You will end up replacing a bunch of parts in the process. This question gets asked a lot about putting an automotive diesel into a marine application and how much it would cost to convert.

 

I was wanting to do that myself. Find a 4BT or a 6BT from a truck and put in a boat or turn one into a generator.

 

If you want to look over another forum try

boatdiesel.com

 

Huh?
My marine 6BTA 270 has a 190 thermostat and runs right at 180 to 190 when I'm putting the wood to her.
The marine Cummins have a coolant system...50/50 antifreeze mix just like a truck engine. Only no radiator, a raw water heat xchanger instead.
The 160 F max temp is for a raw water cooled block in salt water...those usually have a 140 F thermostat because salt water will crystallize at just over 160 (163 I think) and clog up thepassages.
Jay

 

There is an outfit in Texas that specializes in both selling the parts to marinize a truck 6BTA or they will do the conversion complete.
The cost of the parts is around $5000 from what I remember.
The 12v truck engine is reliable (for longevity) in marine use up to about 250 hp or so...the limit is because of the severe duty cycle in marine application.
I have the information from that company at work. If you want to look at it send me an e-mail here:

jay.leonard@timken.com

 

You caught me on an incomplete post.
I started talking about raw water units (which rarely exist in newer units) and the 160° limit for desalizination. A heat exchanged unit is free to run optimal temp.
A "C" series engine can put out some serious continuous HP. Obviously, this is due to the displacement and internal differances between a "B" and "C" series engine.