393W or 4BT

[BroncoBoy72]

wow adding 200hp so then that probably means it added 400ft lb of torque. I have a friend that built a 6bt P-Pump motor and the truck runs high tens but of course its compounded, pump work, custom ground fuel plate, injectors, head work, nitrous and so on. 3500 you got away cheap that is awesome.

 

[Rick Roby]

I would go with the 4bt, I love my 351W but the 4bt would be a cool challenge. I would try this if I had the $$$

 

[68ford]

wow adding 200hp so then that probably means it added 400ft lb of torque. I have a friend that built a 6bt P-Pump motor and the truck runs high tens but of course its compounded, pump work, custom ground fuel plate, injectors, head work, nitrous and so on. 3500 you got away cheap that is awesome.

diesels being modified is ok, but dont try and actually use them with the extra power and expect them to live or atleast for a long time. his was fine until he pulled a long grade on a hot day with his toyhauler. engine by by.

its like when banks built a isb common rail for a class 8 truck to race the baja 1000. it had everything done you could imagine including cummins marine pistones i believe and extenxive head work. NOW to make it reliable banks said and to last 1000 hard miles, it ended up making 100 hp more than stock and not even 200ftlb. just goes to show you that banks knows that their stuff is extremely hard on engine making them work harder than ever intended.

 

[357Bronco]

In the first post, you mention this Bronco being mostly used on road. I would defiantly go for the stroker. The diesel has it's place, like a great off road motor, it's different, and has power potential. But, if this is a cruiser, and you just want some extra grunt ( I'm assuming, because you mentioned a stroker, and not just a 351 swap ), then I'd go this route. And we have some seriously turned up diesels around here, Power Strokes, and 6bt, and have seen what they're capable of. However I haven't personally seen any 4bt's. Go gas!

 

[ET]

diesels being modified is ok, but dont try and actually use them with the extra power and expect them to live or atleast for a long time. his was fine until he pulled a long grade on a hot day with his toyhauler. engine by by.

So your saying I will kill my engine if I pull a toyhauler up a big hill on a hot day. Really.......

98.5 24v cummins, vp44, 53 block.
amsoil filter
100hp HTT injectors.
VA v5 box.
hy35/40 hybrid.
stock straight pipe.
fp, egt, trans gauges.

Eugene

 

[dantheman222]

If my Bronco was my 2nd or 3rd vehicle or weekend cruiser I would go V8 all the way, but for me it is going to be my main vehicle and get put to good use. For me my Bronco will be my workhorse DD and my 67 Mustang will stay as my weekend hot rod and that will give my V8 fix so I can still hear those full duals roar ;D So it was an easy choice for the 4bt, but if the miles wont pile up real fast I would probably lean towards a stroker 351.

 

[68ford]

So your saying I will kill my engine if I pull a toyhauler up a big hill on a hot day. Really.......

98.5 24v cummins, vp44, 53 block.
amsoil filter
100hp HTT injectors.
VA v5 box.
hy35/40 hybrid.
stock straight pipe.
fp, egt, trans gauges.

Eugene

im just saying after market tuners and power adders add huge loads to parts that were never designed for it. next time at cummins for training all take pics of all the pistons and rods that have literally melted form all the extra heat generated by increasing boost and fuel. theres tables covered in them and heads with the seats and valves melted smooth as well. you might get away with it or not, some dont, quite a few dont. had a friend with a 2000 vp 44 and did all the trick stuff. made rediculous amount of power, for a little while, then the truck went up for sale "not running"
just be careful, and watch where you exhaust temp guage is mounted. hopefully is pre turbo, if not i would move it.
the automotive diesels, ford/international and dodge/cummins are in there least severe duty form, isb and dt466(power stroke in an international truck) when in medium duty application have different rods and pistons and sometimes different vlaves and seats depending on power output. then you go marine, they have drastically upgraded parts due to alot more power output. but in a boat they can safely produce that kind of power due to endless cooling. heat has to go somewhere.

isb in a boat in its highest output form is around 700hp and safe to run wide open throttle i think 70% of the time used.

with that being said, how come banks with their engine having more done to it than that marine isb could only produce 450 useable reliable hp? they know any more and the engines life would be comprimised.

im just saying be careful. it gets really expensive. and with some of the new emisions you may not be able to get engines older than 07 product, meaning you may have to retrofit and common rail with a full on aftertreatmant catalyst. dont know if this will go into effect, but it has in medium and heavey duty, and you talking 10,000 for the aftertreatmant let alone new engine and labor.

 

[68ford]

thias is where its heading, i wonder how banks and others will try and get around it hahahaha

http://www.everytime.cummins.com/every/misc/Technology/Aftertreatment_System.page

they are allready on all the medium duty and heavy duty trucks and all diesel motorhomes 07 and newer.

 

[broncow72]

"Decomposition Reactor".... That sounds pretty cool. I want one just so I can say I have one on my truck. I wonder what happens when I reach 88 mph... do I decompose?

 

[ET]

I do agree a lot of people that own diesel trucks don't do the research before they start modifying it. I'm not that person. I know what I'm doing, I think.... ;D

Eugene
ps: pyro probe before turbo. Only a dipstick would mount it after just like the same dipstick that bought a banks kit. Alright. No more off topic.

 

[nvrstuk]

diesel vrs gas

Drive the diesel IN A BRONCO. See if you like the freakin' racket it makes. Idle along a trail for an hour while wheeling or pull up to your local drive up window and see how you like the noise. This can't be a " 1- hour test drive" to see if you really will be able to put up with the diesel.

This is a personal choice!! It depends on how tired (or maybe you like the noise/shaking??) you get of the diesel drawbacks vrs the mileage increase (only benefit I see as an advantage from my personal opinion).

I sold my Cummins because I got tired of the racket it made. Not just in town either, on easy trails it was obnoxious...couldn't talk to anybody along the trail because either they couldn't hear me or I couldn't here them yelling at me. Remember also that you'll be the camp "alarm clock" when you start your rig in the morning!

Take a couple LONG test rides before committing to a long expensive conversion.

 

[BroncoBoy72]

Pirate has a good article on how to do it?? The 1350 CV? Do you have a link? I need to upgrade to them.

David

Sorry for taking so long to get this for you but here you go. It shows you how to shorten, to make your d-shaft longer follow the same directions. Good luck

http://www.pirate4x4.com/forum/showthread.php?t=485542

 

[sooner-sig]

Sorry for taking so long to get this for you but here you go. It shows you how to shorten, to make your d-shaft longer follow the same directions. Good luck

http://www.pirate4x4.com/forum/showthread.php?t=485542

Thanks for the link.

 

[sooner-sig]

Take a couple LONG test rides before committing to a long expensive conversion.

Time I got so not really worried about how long it will take, but I've yet to see that it'll be any more expensive. From my calculations by the time I by heads and a stroker kit and get the block machined and assembled with all the accessories, I'll be into the 393w for around 5 grand. Then add another grand for the tranny and Np205. I found a 4bt/zf/np205 for 3500. What major expense besides shafts am I missing. (I already had to do the axle upgrades). Everyone says how expensive this is yet I see that I'll save money and get better MPG's outta the deal!

 

[nvrstuk]

3500 is a great deal $$$ wise. Apples and oranges comparison--- a new stroker is "new" and a used diesel purchase is well...used. \

Stroker is bolt in and done in one weekend if you buy a long block. If you do it yourself then of course then it's a week to rebuild-or more depending on fit issues. We are on week 5 with parts issues from CHP on a 454 Dart block...bad parts are the cause for delays here...

Any complete new stroker past a 393 is usually over 5 k. AFR heads alone are 2K.

Shafts, fuel pumps, new radiator, clutch (don't put used in), should be major expenses, and oh, don't forget your labor at .50/hour -- that should be it.