Some of you may have read my other thread about trannies for the 6CT. Well, I'd like to know about more the engine now. Here we go...

The guy selling this engine said it has an inline pump on it. Is this the same as a bosch inline pump? I know TST sells a kit to boost it 150hp/300tq, but what about delivery valves and gov springs? Would it all have to be custom? This engine is rated at 210/605 or something along those lines, so with a simple $200 TST kit I'd be at about the same power level I'm at now with over $1500 of upgrades . Is this pump capable of pumping a decent amount of fuel?

Does this engine have any little quirks like the KDP on the B series? Any problems with the early C series like the early B series, with the heads cracking inbetween the injector bores?

I know that marine applications run like 450 horse out of these things, so I am assuming that they are quite durable. What do you guys think a safe boost range for these would be, while keeping the headgasket safe? I know I can easily get over 40 outta my B with a stock HG, and there hasn't been a problem yet.

Another interesting note. I was cruising on ebay after I bought my piston lift pump for my 6B. I noticed that the 6CT and the 4BT share the same lift pump... how/why is that? I'd assume that since the 6CT is much larger it'd need a larger lift pump?

What are the differences between this 210 HP version and some of the later, more powerful versions? Do the larger HP engines use larger injectors or just use a pump that is turned up more? Are these injectors interchanble throughout the years (before they went to electronic injection junk)?

Thanks for any help!

 

It's a P-Pump and all the same mods will work. The injectors are even interchangeable with a 2nd gen 5.9 12 valve.

The timing cases have been known to crack, supposedly due to stress from the air compressor.

You're not gonna try to drop that thing in your Dodge, are you? It's a lot bigger than a "B". You will need to hack out the firewall and the crossmember under the engine to get it under the hood.

Not trying to discourage you, just letting you know what you're up against. It's a lot easier to just squeeze more power out of the 5.9.

 

I believe the "C" is a sleeved engine unlike the "B" which is a parent bore block.
Use DCA in the "C's" coolant. Otherwise it'll share the same fate as a Ford 6.9,7.3 etc.

K.

 

The "C" is a parent bore "disposable" like the 5.9. No special coolant needed.

 

Hmmm.. Thanks Wanna...I stand corrected. I got that info from this "site"...
K.

 

It's not the coolant that is the issue ...every diesel engine produce's a viberation ... some more noticable than others .
The viberation moves the molecules and causes the coolant to chip away at the inside of the engine ...I use DCA4 in everything .

Greg

 

Yup, thinking about putting it in my '93. I know there will be a lot of torching, grinding and welding, but I like that stuff . My buddies and I are all into toyota crawlers, so we all really enjoy fabrication. I like being working on my truck, like installing all the injectors and turbos and whatnot, but I do miss welding and fabbing stuff.

I know that getting more power out of a 5.9 is easier. But how many people do you know with a C series in their dodge? It'd be kinda dumb, but awesome.

Edit: I looked at that crossmember before I even considered the C series, and it will have to be removed. I *might* be able to get away with a small body lift to clear the fire wall. If not... well that's what the TIG machine is for .