LX450 6BT/NV4500/Split Case Conversion

[JuliosLX450]

Run it dry and it shut itself off!
Oil got into the radiator.
I'm assuming the Oil Cooler or Oil Cooler Gasket failed.

 

[Dirty Koala]

That really blows, sorry to hear that. This is why I opted to go slow and have my 6BT fully rebuilt first.

 

[JuliosLX450]

Too soon mryanangel, lol.
One of the issues I had, was that the Throttle Cable that goes from the link to the pump.....got against the exhaust manifold and melted the internal jacket, which had the engine revving full throttle for a while.
I believe having the engine under constant load/pressure, caused the gasket/cooler to fail.
I remedied the issue with the throttle cable, by bypassing the throttle linkage.
I'll post pictures of it later.

s*** happens I guess.
Everyone is safe and healthy, the kids had a blast. So it's all good.

 

[cjmoon]

Oil fed into the coolant then? What gov spring are you running? How long did it run at full load? I can't think that this instance before lead to this. But the oil cooler failure is rear I would think.

That sucks

 

[GLTHFJ60]

The load you had on the motor is well below the rated capacity of the truck that the 6BT was originally installed in. I don't think it was a load related issue unless you allowed the EGTs to stay too high for too long, or if you're running more than 40psi of boost on stock head bolts. I've been at ~14000# GVW (measured) while towing before with my 4BT and have never had a problem other than having to go a little slower. Doesn't sound like you were above 14,000#.

I'm curious to see what failed.

 

[JuliosLX450]

I'm running 3200 GS and it was revd at 2k rpms.
The weight was definitely not the issue.
I believe that having it rev that high of the start and changing gears that high, built up too much pressure.
The Oil Cooler was unable to keep up and either it failed or the gasket went. The Oil Cooler is immersed in the engine coolant inside the engine block behind the oil filter.

Could have been from the engine sitting too long before I bought it maybe?
I might pull the cooler out and pressure test it, but that won't happen till I get this thing back on the road.

 

[cjmoon]

Prabably more random. What rpm do you run down the road at? I'm at 2300. Have run hours at 23-2400 that shouldn't be an issue. I have 3800 spring in mine and run up to about 3200 with full fuel.

 

[DieselDriver]

Those oil coolers are famous for rotting out!! Seen it on many Dodge Ram CTD

 

[JuliosLX450]

I have 3200 spring but I could never run it past 2600.
I typically run it at 2-2200, but of course it's different when you keep it at 2000 from the minute it starts and every shift up/down its always at 2000.
I don't know.....what I know is that it run dry until it shut off and oil got mixed with the coolant.
Once I get around to it, I'll be removing the cooler and diagnosing what the issue was.....try to figure out what fail.

I don't believe this is an engine issue, it's more self inflicted then anything else.

 

[Wheelingnoob]

I don't think the RPM issue was your problem. These engines are made to run in all sorts of applications from generators running constantly from start to stop at 2300rpm no mater the load.

I find it very hard to believe that was the reason for the fail, it may have been enough to cause a failing part to fail though.

 

[JuliosLX450]

Yes, you're right. I don't know what the reason is either. I think that at least if I remove the Oil Cooler I can find out if either the Cooler or Gasket failed.
And if either did, then it could have just been one of those things that going to happen anyways. I did find a few posts about this issue.

 

[Wheelingnoob]

Did your engine lock up solid? I may be interested in playing with it if not.

 

[JuliosLX450]

I haven't tried starting it up since.
I will take this opportunity and strip a lot of stuff off it.
Like the pumps, oil pan, fan, etc etc......I want to keep spares....the oil pan alone is $900 from the dealer and hard to find anywhere else.

 

[Mr Cimarron]

Sorry to hear about the failure. I like the way your taking it in stride and already preparing a replacement. Keep us updated on what you find when you dig in. Our Cummins community is growing which is good because sometimes I can't take getting info from the Dodge forums.

 

[Dirty Koala]

Sorry to hear about the failure. I like the way your taking it in stride and already preparing a replacement. Keep us updated on what you find when you dig in. Our Cummins community is growing which is good because sometimes I can't take getting info from the Dodge forums.

I have noticed that in the past few weeks a bunch of new builds have popped up. I like this.

 

[JuliosLX450]

So I picked up this guy today.







It's off a 1991 with 190k Kms
And has got a bit of work done on it....like gaskets/seals/KDP/New PS pump & Water pump
Runs smooth!!

I'm happy with the purchase and specially the price.

Had to drive 1000kms return though, but whatever....it was a nice day for a roadtrip!!

I'm going to start working on the conversion 2.0 pretty quick

 

[maxamillion2345]

I'd check out that other engine before you write it off. You sure it's seized.

I highly doubt it had anything to do with the throttle sticking, those oil coolers give out some times.

That's a 91.5 if you didn't know, which is excellent!

 

[Wheelingnoob]

Are the 91.5's the year to get? What makes that year better than a 93? Any reason to look for a 1st Gen over a 2nd Gen? I have found quite a few first generation engine or whole trucks for decent prices. I did find a 98 12v 5spd too for a bit more money bit not too out of line it's a driver still as well that is nice.

 

[maxamillion2345]

No, it's just preferable to a 91. The non intercooled heads like to crack and they had different injectors.

BUT, I'd prefer 2nd gen, P pump is more desirable to me.

 

[cjmoon]

I like the simplicity of a VE pump. More compact Spring and fuel pin and you'll have more power than you can use for the average person. 91.5 intercooler vs non. 7mm on the newer 9mm on the old for injector tips. The 9mm just removes more material having a thinner chunk between the injector and valves. No difference in head design othwise