The B series of engines are sleeved, according to my various FSMs. If you can find new sleeves you should be able to find stock pistons and rings will do the job.Just see if anyone makes a remotely acceptable oversized piston.
OR... you could bore and sleeve the engine.
The B series of engines are sleeved, according to my various FSMs. If you can find new sleeves you should be able to find stock pistons and rings will do the job.
An aircraft engine overhaul shop should be able to build up your liners with chrome and then grind them down to factory new specs. If they can't, they may have a supplier who can.
Tom, obviously, belongs to the "what you don't know can't hurt you" crowd and refuses to fit a pyrometer for his heavily laden trips through hill country. ...
In my opinion a 1979 B is a strong engine but I wouldn't try and boost its power output.
The 3B engine is really better suited to "fitting a turbo" because it has "piston skirt oil cooling" ... a much more efficient oil cooler to help dump the extra heat from the oil.
Both engines (B and 3B) when naturally aspirated are lacking in power when it comes to
But having said that, both these diesels perform better than any petrol engine when off-road in most other situations (where "sheer horsepower" doesn't give you a big advantage).
- highway speeds with hills and headwinds (especially when towing)
- offroad in soft sand or gravel
...some people on this board have happily turboed a B-engine like mine.
And if you choose later-model diesels you don't always get "better" (in all aspects of the engine's build) from what my B-engine has. For instance "having replaceable dry liners" stopped in the early 1980s and "inline injector pumps" tended to disappear shortly after...
Did the 1979 B-engine come from a BJ40 or a Dyna or what Marshall?
Got any photos of it?
Also I believe I've been given the go ahead to let my great sense of painting skills flow so this might be a really interesting looking build.