Fummins Build - Part 4

There has been a lot of progress in the last few days!  The engine officially runs, and sounds great! A little loud with just the hot-pipe coming off the turbo, but sounded smoooooooooooth!  After the P-Pump and lines were bled and all air was gone, it fired right up every time.  These P-Pumps start FAST.

The ATS 47RE was built and finished as well!  This  transmission features our standalone SelectShift valve body and controller. This transmission is now programmable to drive however I want it.  It allows for adjustable shift points, converter lock-up, line pressure, and just about anything else you can control in the transmission. It also features an ATS billet flex plate, billet input shaft, and ATS Five Star Torque Converter.  All this combines to hold up to 650hp.  Billet output and intermediate shafts are required after that power level.  But 650hp is plenty for this thing.

It only took an hour or two to install the transmission due to all the room under the Ford body.  That was a VERY welcome change actually having room to work!  I re-used the stock Ford transmission crossmember, and I only needed to drill one hole.  It lined right up!  We will see if I even have to change the driveshafts at all.  I have a feeling that I wont. Next, I have to change the head gear in the transfer case to mate up to the dodge transmission. Dodge and Ford actually share the same transfer case, so all it takes is a change in head gear and they bolt up. I also have to make linkage brackets and transmission cooler lines.  But that probably wont be all that difficult.  

I also made a bottom turbo mount.  It looks like it should fit...but holy close call batman!!!  The S475 BARELY fits in there.  There is hardly any room on either side, I have a feeling that the turbo is going to run into the heater box when under full load, but hopefully a little trimming will free up some room.  I think a heat blanket is in order for both turbos being so close to the plastic parts on the heater box.  I also plan on using a common rail drain tube to return the oil into the pan,  that should keep things simple and factory fit.

There are still some things to do, but its actually not all that much.  All there is left to do is finish up the boost tubes, make a bottom coolant hose to the radiator, and finish putting the front end together, and the truck will hopefully be good to go! Stay tuned to find out!

Single Turbo 6.4 - Project 6.4ANNA

It has begun!  ATS has started on turning a Plain Jane Ford 6.4 powerstroke, into a single turbo, twin K16, tire burning powerhouse!  The truck will recieve the following treatment:

• SINGLE AURORA 5500 TURBO SYSTEM-ATS DESIGNED
• TWIN K16 FUEL SYSTEM-ATS DESIGNED
• ATS BUILT 5R-110W
• HEAD STUDS
• 200 HP INJECTORS
• AIR DOG FUEL PUMP

The truck is slated for an all out performance build to test the 6.4 platform and see what it can handle.  The Aurora 5500 is a 74mm turbocharger that is capable of over 900RWHP as a single turbocharger and designed for streetable spool up and massive power.  The single K-16 fuel system is good, but no where near enough fuel to keep up with the added airflow, and thus we opted to develop a twin K-16 fuel system.  With the addition of another High Pressure Fuel Pump, the system is capable of 4 digit horsepower, and the ability to feed the massive 200HP injectors.  Both pumps will be fed by an Air Dog Fuel pump to supply positive pressure from the tank, to the inlets of the K-16's.

The first order of business is to make sure the head is not going to lift under high horsepower, so we are lifting the cab to install ATS head studs.  These will ensure that the head gaskets do not blowout when the turbo is supplying full boost to the cylinders.  Head studs are generally required anytime over 45 psi of boost is made to maintain reliable horsepower.  The 200HP injectors are also being installed at the same time.

Next, we turned to the factory turbos.  They were removed to make way for the new Aurora 5500. For mock up purposes we used a similar sized T-3 housing.  A mount was made where the factory turbos used to be, and the single turbo was installed.  It fit like it was from the factory!  Also, the turbo will be waste gated, and excess exhaust will be routed into the down-pipe.  With the waste gate, boost and drive pressure should be able to achieve 1:1, which is ideal for peak performance, low EGTs, and maximum efficiency.

Fummins Build - Part 3

The motor is officially in the truck, sitting level, and everything clears...EVEN THE AURORA 3000 sitting on top of the 3-piece manifold.  All the wiring was converted over to hook up to the Cummins.  It only takes about an hour to hook everything up...these P-Pumps are so dang simple!

It was definitley a tight fight getting the oil pan over the front cross-member and the valve cover under the cowl, but with a little finesse and a little persuasion, it goes in.  Then after some wiggling to get it to sit straight, it was bolted down.  The motor actually seems to fit relatively well, and there is a lot of room on either side of the engine to work on.  The throttle cable took a little modification, but now almost looks like it was factory.

All the wires were hidden and wrapped in wire loom (Except for a few that needed to be modified so I left them un-wrapped.  Also, while the engine was out, the frame was painted with 3M rubberized under-coating. After the years of Colorado roads...it needed some love too.

The Aurora 3000 fits perfectly, and has plenty of room for heat dissipation as well.  There is even room for the S475 that is going to be mounted below as well.  Next, I will be filling it up with oil, priming the system, set the P-Pump timing, and fire it up.  Hearing that motor run will be super sweet!

Fummins Build - Post 2

  

Finally got the motor put back together and ready to run. The new cam and valve train were reassembled, torqued, and valve clearance was set.  So now after I set the pump timing, put some oil in it and hook everything up, it will be time to fire it up!

Fummins Build

Here we are at the start of rebuilding a 24 Valve into a P-Pumped, twin-turbo cruiser/camper/worker/beater/fun truck (its got a lot to accomplish).

The truck started out as you see it, with a V-10 with a great sounding rod knock. I took care of that one morning by starting it up cold and throwing the fuel at it.  After creating a new "Crank Inspection Hole", I started to pull the "lightweight" V-10 out, to make way for the P-Pumped 24 Valve.

First thing was to tear it down and make sure everything was looking good.  While I was in there, I decided to replace the bearings, tappets, and add a performance cam. As well as some of the major gaskets and seals of course.

Our machine shop did a little bit of freshing up on the head, because some of the valves were slightly leaking. So in order to make them seal up properly, some of the valves were ground down, and re-seated.  And a through cleaning and valve seals were replaced.  A new head gasket went in, and the ATS headstuds were torqued down to 130 ft/lbs, in preperation for the compounds going on.

With everything sitting right and shiny new, I started the P-Pump conversion with a little baby 160hp P-Pump and schied diesel injection lines.  Injectors were sent of to have the pop-pressure set to 280 BAR to compensate for the P-Pump pressure, instead of the VP pop-pressure.  The Ford V-10 Alternator was also kept for a simple plug and play app.  Just had to fabricate some brackets to hold it.  Destroked was used for the motor mounts.  A the factory dodge adapter plate and starter were kept, in anticipation for an ATS trans with standalone valve body, billet input shaft and billet flex plate.  A custom power steering line was also made.

And here is what we are working with.  2000 Ford F-250 on 38's code name Turd Burgler.  Not pretty, but is gonna be a fun ride!