99 FL60 mutt/conversion/repower project build

If I was leaving it relatively stock fuel.. I wouldn't worry about the hx40 since I'm not, it's something I need to look into.. 450hp on a 5.9 is different spot on the compressor map than 450hp on a 8.3, mainly do to the 8.3 will consume more air at a lower pressure...In theroy anyways.. That's assuming intake runners, valves are all bigger than what's on a 5.9 head.


S300SX-E 62/74
Said turbo or the​ 64mm variants are what I'm looking at.. just so I'm clear.. I'm not looking at a basic 362.

Opinions are fine.. I'm not exactly a "conventionalist" and I've caught alot of flak for it.. obviously it hasn't ran me off lol
Examples
2wd sled pulling thread
Dmax swap with a 4L85 vs an Alison..
 
been doing some more leg work...
"assuming" marine is similar to OTR setup.
www. tadiesels.com /eng-cummins_6CTA-430.html

seems sweet spot is 1600-2200 rpm.. TAD doesn't know what size turbo is used on their 450/530 hp 8.3. or at least the person I talked to...

from 1600-2200 makes ~1000tq
3.07 gears 245/70/19.5(33") with a RTLO14913A put rpm at 70mph
13th 1590
12th 1890
11th 2200

trans is going to be either
RTLO(F)14913A double OD 1/.86/.73
or
RTOO(F)-14613 triple OD 1/.85/.73/.62

current setup in both trucks, runs a thermal fan clutch.. I know the ISC ran both thermal and on/off air clutch, with as hard as I'm going to be pushing it..... the full engagement of the fan clutch would be welcomed... plus having a manual engagement at idle for better AC efficiency during hot humid days./
question is....does the 6CTA8.3 run the same block as at the caps 24V ISC 8.3? allowing the fan clutchs hubs to be interchangeable?
shrader valve and control isn't that big of a deal... can easily R&D that off a big truck..
pulled this of a salvage yard site..
Cummins ISC For Sale | VanderHaags.com
◾Item SKU: 24553289
◾Style: KYSOR
◾Type: AIR
◾Clutch P#: 1090-08500-01B
◾Mount P#: 42836
◾Unit Info: 2000 STERLING L7501
◾Assembly Info: CUMMINS ISC


the donor 93 FL70 runs a HYD clutch
the 99 FL60 runs a mechanical clutch

fl60 run 8 lug 275mm? BC hub pilot.. I haven't call see if I can swap to a common 10 lug.. rotors run a 10 bolt pattern.. at best just a hub swap...

drove the fl70 up and down my 1/2 mile lane... the 275hp 8.3 moves ~13,000 lbs better than the dt466 moves 10,000lbs that's nice
17884085_10211519911246977_3461008833109260805_n.jpg


not sure what to do with/for dash gauges. OEM is a 8 hole with 3 each side and 2 3 3/8 center..
racepak IQ3S
autometer gauges
ISSO gauges
thought about quad pack gauges, those usually come in 5" gauges
options?
opinions?

scheid rep got back with me...
head studs, valves, camshaft, valve springs, all available..
butterfly exhaust brake will need valve spring up grades. forgot to ask if a 24V 8.3 head would fit on a 12V 8.3 block...

currently scraping up to buy the transmission.
the radiator will need replaced.
fan clutch be it air or thermal..
all belts hoses
all rubber brake lines are being replaced with SS braided -4 dot lines through frangola
truck-lite 27450C, H6054 drop in replacement LED headlight will make their way on as well. everything swapped to LED light related
air lines/tank(s)
lift pump.. guessing a 160gph should be plenty
dual stage fuel filter
Baldwin BF7587/BF1259
comparable CAT
1R-0749/256-8753
shocks
19.5 wheels and tires
bunch of interior needs done.. along with sound matts, weather striping
un hack the electrical.
remove slip frame extension
GN ball install
shorten drive shaft
Air condensing components
electric brake controller and wiring

I'm sure there is more on the "to do" list that I haven't remembered/thought of

engine/trans/gear ratio swaps, rebuild the brake system, is the big 4
 
Fan hub mounts should be the same...just like the 5.9L there is a boss on the head and block both to mount it. Pretty sure it's the same hub as a 5.9L.

I think the blocks are interchangeable...never tried it though. I'd have to look closer at my blocks.

Chris
 
malibu795 said:
That would be nice if they're the same
Click to expand...

The 24v head part, or the fan hub part?

I would not switch to 24v if it were me...24v drop valves...12v just blow head gaskets every 5K hours or so.

I work on way more 24v head issues than 12v...CAPS pump is more yet.

Chris
 
Fan hub definitely..

12v/24v head swap.. an idea after everything is working
Dropping valves as in valve breaks first or seat falls out and destroys stuff?

No clue how many hours are on the 8.3. Has 234k miles I'd say at least 4,000 hours maybe? Idk
 
malibu795 said:
Fan hub definitely..

12v/24v head swap.. an idea after everything is working
Dropping valves as in valve breaks first or seat falls out and destroys stuff?

No clue how many hours are on the 8.3. Has 234k miles I'd say at least 4,000 hours maybe? Idk
Click to expand...

As in valves pull through retainers and trash pistons at a minimum, and pistons and head at worst. I've seen one valve drop per hole, or all 4 per hole.

Depends a lot on idle time on hours...our last Pete (big truck) had 510K miles and 16K hours...wide loads sit a lot in winter.

Chris
 
Signature600 said:
As in valves pull through retainers and trash pistons at a minimum, and pistons and head at worst. I've seen one valve drop per hole, or all 4 per hole.

Depends a lot on idle time on hours...our last Pete (big truck) had 510K miles and 16K hours...wide loads sit a lot in winter.

Chris
Click to expand...

Gues it would be in my best interest to at least upgrade locks and retainers to say 10°.. no clue what OEM setup is.. especially when I'm looking at upgrading valve springs. Which would just compound the problem of pulling the locks through the retainer and everything going down hill after that..

All I know is the owners that sold the truck (fl70) to the auction place I bought it at.. they used it to drag a 40' RV and chase the circus around for who knows how many years.
 
malibu795 said:
Gues it would be in my best interest to at least upgrade locks and retainers to say 10°.. no clue what OEM setup is.. especially when I'm looking at upgrading valve springs. Which would just compound the problem of pulling the locks through the retainer and everything going down hill after that..

All I know is the owners that sold the truck (fl70) to the auction place I bought it at.. they used it to drag a 40' RV and chase the circus around for who knows how many years.
Click to expand...

12v 8.3's have ZERO valve issues (under 3000RPM) FYI
Only the 24V I have seen issues in...and we have more 12v 8.3's running.

Obviously upgrading springs and retainers isn't a bad idea either way.


I'd say 5K to 6K hours would be a safe assumption.
Chris
 
Signature600 said:
Do you need an identical core?



Chris
Click to expand...



Needs to be 16 series and up. Acceptable cores are 18spd, 13 and 8LL because they all use the same case. I'm sure if you have and 8LL and want an 18 your going to have to pay a little more for not having an identical core but it is acceptable with Weller
 
CAT dealers have EATON remans available along with clutches. Not all dealers may be familiar with how to order them. They have cat 0R numbers assigned to them.

Just if anyone needs options

Sent from my XT1575 using Tapatalk
 
biggy238 said:
CAT dealers have EATON remans available along with clutches. Not all dealers may be familiar with how to order them. They have cat 0R numbers assigned to them.

Just if anyone needs options

Sent from my XT1575 using Tapatalk
Click to expand...



Pete and KW here had deals on Eaton remans with no cores going after the glider market but those have been gone for a while. And of course I didn't find out about it until the deal was gone.
 
All I have on hand is a Spicer 7sp and a RT 8609, when I asked Weller if they where worth anything.. they said 1-200 each.

Had a guy shoot me a PM on FB yesterday about a used Rockwell/meritor 13sp they got and willing to part ways with.. currently attached to a 550hp cat... Waiting to hear back about the model number..
they(Rockwell/meritor) seam to have an extremely small share of the manual transmission market and not common.. I'm having to look harder to find gear ratio setups for meritor and model numbers as well compared to Eaton/Fuller transmission information.
 
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