That is too bad. It looked like a great mid-displacement diesel solution. Sorry to learn it is another International engine failure. Thanks for the warning.
7.3 powerstroke turbo diesel with 5 or six speed trans
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That is too bad. It looked like a great mid-displacement diesel solution. Sorry to learn it is another International engine failure. Thanks for the warning.
ntsqd
technerd
I know of three trucks with strange issues with the PSD that no one can find or fix the problem. One of them is a replacement engine in an original PSD truck. It has never run right, and has never left the shop (except to go to other shops) after getting the swap. Haven't seen it in a while they may finally just totaled the truck.
When I realized that the PSD needed superior electronic fuel control to make the same power as a mechanically controlled Cummins 6BT it made me wonder how much less power it would make with mechanical fuel control?
All of that said, I do not think that a 6BT is a good swap candidate into an FJ-60. It requires too many compromises. In spite of it's known problems (which all have remedies, just a matter of wallet size) I think that the turbo 6.5L GM is the best mechanical IP swap candidate. It is bigger than an SBC, but it will fit in the same place as one. It isn't a powerhouse, but how much power do you really, truly need? It's stock output hauls a friend's lifted 4x4 CC long-bed and ~35' toybox full of toys to the desert races 3-6 times a year w/o trouble. True, he's not going 80 mph up the grade into the desert (more like 35-40). Sure it would be nice to be able to go 80, but think of the fuel that you'd use doing that. I sure don't need to be able to do it. A 6.5L td is what I wish that I'd started with for my own engine swap. The 5.7L TPI will no doubt make a nice rig, but I think that the range that the 6.5L would offer on the same size fuel tank will be missed.
When I realized that the PSD needed superior electronic fuel control to make the same power as a mechanically controlled Cummins 6BT it made me wonder how much less power it would make with mechanical fuel control?
All of that said, I do not think that a 6BT is a good swap candidate into an FJ-60. It requires too many compromises. In spite of it's known problems (which all have remedies, just a matter of wallet size) I think that the turbo 6.5L GM is the best mechanical IP swap candidate. It is bigger than an SBC, but it will fit in the same place as one. It isn't a powerhouse, but how much power do you really, truly need? It's stock output hauls a friend's lifted 4x4 CC long-bed and ~35' toybox full of toys to the desert races 3-6 times a year w/o trouble. True, he's not going 80 mph up the grade into the desert (more like 35-40). Sure it would be nice to be able to go 80, but think of the fuel that you'd use doing that. I sure don't need to be able to do it. A 6.5L td is what I wish that I'd started with for my own engine swap. The 5.7L TPI will no doubt make a nice rig, but I think that the range that the 6.5L would offer on the same size fuel tank will be missed.
inkpot
SILVER Star
I think a lot of folks call the 6.2 and 6.5 "small blocks" because they fit up to the gasser small block bell housings and such. The 6.2 was a big step up for GM from their absolute failure of a 5.7 diesel. The 6.2 still had a lot of problems, especially with turbos. The 6.5 makes significantly more power and has had less mechanical issues, but it still has had some problems. Seems like just about all of them have had a few. The very first year of the 6.5 it did not have all the computer crap on it, so it is a much easier swap, but that model is pretty rare. Years ago, I found one rebuilt, with an NV 4500, and I almost bought it to stick into my Piggy. Sold before I got there.
The 6bt is a very reliable, proven engine. In 98 they went from 12 to 24 valve and added a bunch of electronics. Later ones will make more power, but they are way more complicated to work with, and it costs a lot more to soup them up. My son has a 97 Dodge 3/4 ton 4x4 with the 6bt. He went with a 5" exhaust and worked over the fuel system without spending very much, and it is amazing how much power it has. It also sounds like an old bulldozer. It is surprisingly quiet in the cab, compared to how loud it is outside. While the engine is not much longer that an F/2F, it is much taller, so it often requires a combination of body and suspension lift to make it fit properly under the hood. Speaking of fitment, the bit problem is that there is NO room for the intercooler by the radiator. The one on the Dodge is about 3 or 4 times bigger that the stock radiator on the Landcruiser. Leaving it off drops about 20/30% of the power. It also has about the lowest rpm range of any of the modern diesels. So, I would choose either an automatic or a 5/6 speed to maximize the power band. If you really want to do a swap that will net 400-800 ft pounds of torque, you will also have to address a lot of other items on the rig like axles, driveshafts, frame, hitch, etc.
The 6bt is a very reliable, proven engine. In 98 they went from 12 to 24 valve and added a bunch of electronics. Later ones will make more power, but they are way more complicated to work with, and it costs a lot more to soup them up. My son has a 97 Dodge 3/4 ton 4x4 with the 6bt. He went with a 5" exhaust and worked over the fuel system without spending very much, and it is amazing how much power it has. It also sounds like an old bulldozer. It is surprisingly quiet in the cab, compared to how loud it is outside. While the engine is not much longer that an F/2F, it is much taller, so it often requires a combination of body and suspension lift to make it fit properly under the hood. Speaking of fitment, the bit problem is that there is NO room for the intercooler by the radiator. The one on the Dodge is about 3 or 4 times bigger that the stock radiator on the Landcruiser. Leaving it off drops about 20/30% of the power. It also has about the lowest rpm range of any of the modern diesels. So, I would choose either an automatic or a 5/6 speed to maximize the power band. If you really want to do a swap that will net 400-800 ft pounds of torque, you will also have to address a lot of other items on the rig like axles, driveshafts, frame, hitch, etc.
Will a 6bt fit a 60 without SOA suspension? I am under the impression that the engine is too tall otherwise.
Some guys say yea, with enough suspension lift. I've always heard it's better to just go with an SOA for the handling offroad. I'm doing a 6bt swap into a 62, and I don't see much room for a 6bt even with a big non-SOA suspension lift.
I've done a 6.2 conversion on a 60. Steering column shaft to exh manifold clearance was close to zero. I ended up spacing the steering box off the frame a 1/2".
I've also looked at and compared a 6.2 and a Ford 6.9 sitting side by side on a shop floor. The 6.9/7.3 is quite a bit bigger. So I imagine steering shaft clearance would be a big issue. Steering shaft relocation and U joints would probably have to come into play.
I've also looked at and compared a 6.2 and a Ford 6.9 sitting side by side on a shop floor. The 6.9/7.3 is quite a bit bigger. So I imagine steering shaft clearance would be a big issue. Steering shaft relocation and U joints would probably have to come into play.
