THE MONSTERS ARE HERE!!! Huge turbos for the kits... w/ pics

[red devils dude]

I think some members are afraid their Deuce will look like this if they add a big turbo, not that it'll happen:

O snap

 

[Djfreema]

HOLY CRAP!!! I have never seen a motor do that. That is some serious pressure. Those guys run serious boost/fuel on those tractors.

 

[Polverone]

Damn!!!!

That'll ruin them new Hanes.

 

[DrFoster]

Just a FYI -

7T-551 MYAW RHC7W MSRP $4,159

$700.00 is a great price... lol

 

[Trango]

Oh man, I love that set of photos, from that 5.9 that broke the block. What were those guys running, 100 PSI?

Plus, you should be fine as long as you have:

http://www.planetbantz.com/imghost/bob/TD-on-my-herc-block-enhance.jpg

TD = Turbo block.

 

[Polverone]

So the blocks on the LD465 are classified as turbo and non turbo?
Difference=thicker crank journals?
That would make a differnce when buying a N/A and slapping a turbo on it, no?

 

[cranetruck]

Mine was N/A and I slapped a turbo on it several years ago. Still working beautifully.

 

[Westech]

TD does not mean turbo block. I have seen first hand many N/A multi fuels with the TD. All I can find is that the TD block head bots go to 130 foot pounds and the non TD blocks only are 100 foot pounds. I'm 99% sure it was a internal casting change and thats how they were marked.

 

[DrFoster]

I don't know - that seems to be a pretty pretentious thing to say. You're telling me that a head tightened down MORE can't hold more cylinder pressure than one that is lightly tightened down?

I’m just not sure. To me it sounds a bit incongruous. I’ll buy what Bob’s saying.

 

[Recovry4x4]

TD actually represents thick deck. Most will have this casting even if N/A.

 

[Westech]

i have the TM'S to prove the TD BLOCKS ARE 130 FOOT POUNDS. O CRAP CAPS sorry guys too lazy to change it.

 

[DrFoster]

That's cool WT.

However, it still doesn't answer what we were questioning... Can a TD head hold more pressure than a non-td?

I guess we'll need to call an engineer from the manufacturer.

 

[Westech]

That was the problem they were trying to fix. I would think that the TD block would take more psi but even the N/A motors have headgasket problems. man if your looking for more power change out the motor. I just got ahold of a 7.9 turbo out of a school bus and the overdrive trany. Dont push a multi too hard you will be walking home.

 

[DrFoster]

I'm still going to keep my word and if the engine blows on my deuce (holy cow, if anyone ever sells one around here.. haha) with this turbo, I'll buy all of you guys a beer. I'm not going nuts with it, and up here we can run at least 3-4 psi more than at sea level... Maybe it sounds like a lot, but it will still be gentle enough to keep things in line.

I've got the money to replace the motor if it does fry, and then a great excuse to get a 5.9 CTD in there, but that isn't the goal.

 

[Djfreema]

Hey Dr, have you made any adapters yet for the exhaust manifold to bolt up those turbos?

 

[nevrenufhp]

That was the problem they were trying to fix. I would think that the TD block would take more psi but even the N/A motors have headgasket problems. man if your looking for more power change out the motor. I just got ahold of a 7.9 turbo out of a school bus and the overdrive trany. Dont push a multi too hard you will be walking home.

Who makes that 7.9? Sounds unusual.

 

[rdixiemiller]

Years ago, when I was racing, we used to use head studs instead of bolts. We used studs with fine top threads, allowed the same clamping pressure with less tightening torque. Kept us from wearing out the holes in the block when you were tearing the engines down every few races.
It was considered a requirement when running an aluminum block.
I think the multifuel suffered from a head gasket design problem early on. Not necessarily an engine issue, but a gasket material or design issue. I would imagine that a modern design gasket made from the best available materials would be much more reliable than the original. I don't know if anyone ever made a real improvement to the gasket, as this was mostly a military engine.

My main concern is the failure mode of a deuce. #6 rod seems to fail on the ones I have seen. I imagine if you run low on oil, #6 goes dry first. #6 is probably the last journal to build oil pressure as well, so starting up and imediately revving the motor probably beats the rod bearing out rather quickly. An electric booster pump to build pressure before cranking would probably be a good thing.

As long as it is taken care of, the LDT465 seems to hold up well. Bjorn has put a lot of miles on his, so has Kenny. I imagine the care that is taken with the motor has a lot to do with the reliability.

Hop it up! See how it does!

 

[DaveP]

most of the ventilated mf engines that i have saw were turboed. and the turbo's were bad. i was thinking that the turbo craped out and dumped the oil up the stack and starved the engine of lubrication. # 6 must be at the end of the line for oiling. just my thoughts.

 

[Trango]

By the way, the TD comment was somewhat tongue in cheek. Although it does give you a more bombable block, the Thick Deck casting isn't going to let you throw 100 psi into the intake.

This reminds me of the Oldsmobile 350's, you know, the diesels that got put into american sleds, and had head gasket issues and everyone hated em? Well, those engines suffered from stretched head bolts like no tomorrow, which tended to cause recurring head gasket failures. Guys are running them now with studs and getting good service out of them.

What's blowing on the LDT head? Is it stretched bolts? If so, some properly sized studs (with a good unthreaded piece in the middle) will stretch alot less.

Good thread.

 

[Recovry4x4]

Great points Bob and yes the 350 olds diesels are out there and running great. I've had a few and love em.