I am mainly a 12v guy, but trying to get some clarification..., is a 6.7 or 5.9 head used for the 6.4? If a 5.9 head is used, then are the extra water jackets filled on the 6.7 block?If the 6.7 head is used, it brings up problems w/ the 6.7's blowing head gaskets, even w/ studs because of the extra water jackets or is it a bunch of bolonga???
Thanks gentlemen.
I know the 6.4 concept but I was looking on FB and there's a company that's building them I'm a completely different route. They are using 6.7 blocks and 6.7 cranks but sleeving the piston down to a 5.9 bore, not sure if they are using the .040" over piston or not. That kinda seems ass backwards. The biggest issue with the 6.7 cranks is the rod angle. Eliminating that is going with the 5.9 crank. So has anyone else heard of this odd ball 6.4 cummins build/setup?
Swole I haven't been able to make a full pass at the track yet been having a lot of Trans problems and the headgasket started leaking so I got to change it out before I can run it anymore fastest pass to date was 7.07 in 1/8
Sleeving in itself to the a 5.9 bore doesn't get you to 6.4. There's another thread on this as well "somewhere else". When you do the math a std. 5.9 piston and 6.7 crank nets you 6.1L and a 0.040 5.9 piston get you to 6.2L. On the other hand a 41/8" bore does get you 6.4L. Hmmmm. I'm thinkin' some of what's lit the topic up this week might me including Darton sleeves, forged pistons, block filler, and a whole lot of machine work.
I have been trying to find info on a different approach to making a 6.4, it may have been covered somewhere else but have yet to find it. So could a person take a 5.9l block and bore it out then use high grade sleeves to have it the same bore as a 6.7l bore, then a person wouldn't have to deck the deck a huge amount? That would still make it a 6.4L?