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What diesels...

big_truxx said:
chris. i was beinz lazy about adding it to my signature :grin: it is on my info page though :whistle: :grin: well never know maybe the guy would do a layaway plan? :thinking: kinda how i got my 84 i had an s-10 i was workin on at the time that someone was sposed to buy then backed out after i had contacted guy about my 84... so i was like "heres what happened" and he took 2 payments of $200 in a months time from me and the rest when i got the s-10 sold. its all about luck and a persons willing/want to help others and yer ability to present your case effectively i guess. im REAL glad he helped me out i love my 84 even though i cant drive it for a long time. well i love the 82 also. which someday i will convert to 4x4. ??/th400/205 would be real nice in it. but i know what ya mean about money. i am plannin on buildin the 1st little piece of house/garage this summer/fall and im looking for work myself. things just kinda fall into place when theyre sposed to. :grin:
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LOL that was lucky. I will see what happens. The thread has a lot of replies... so i bet it will sell soon.
 
thats an awesome deal for what the truck is and the condition it apears to be in from the pics!! :waytogo: what trans transfer you have in that? 400/205?
 
well i think it has been posted for a while now. ya never know. i just realized im weird. :haha: well ive always known that but... :dunno: i generally think of 5k a lot to spend on a vehicle itself. i would buy something like my 84 for 1k and then go spend 3.5k on a CAT motor. :haha: so in the end it would be about the same as what a nice crew dually 4x4 with turbo 6.2 would be. and still need all its issues fixed. :haha: so its really all about what you want out of things. ive discovered i would rather start off with a cheaper base project and put into it the parts that i want to make it do what i want hence the 84/CAT idea... :grin: then id have a jake brake, twin smoke stacks, dual air horns, and maybe even think about a twin screw (dual rear ends). :thinking: itd be a "baby" rig :grin: guess since i love to work on my trucks a lot i do things a bit different. :dunno: yunno steve, i was thinkin about it, you could always find yerself a sweet deal on a crew dually like i have and then save $$ for a future project to put what motor/trans etc etc into it and still use it to haul when you first buy it. ;)
 
Up until about a month ago it had a 400/205, now it is a 465/205. You do realize you will have to put a pretty large Cat in to get a Jake Brake? C10 would be the smallest I can think of that we make(made) with a Jake Brake and that is a 2000+ lb engine. You would be much better off with a 3116/3126 or 3208.

Also, if you don't mind, could you type out your responses a little better, it's painful to say the least to read what you are trying to say. Something about incomplete sentences and too many smilies hurts my eyes.:D
 
Tyler, I'm sure there is some rhyme or reason to the numbering of Cat engines...care to enlighten me (us?)

i'm gonna assume the last digit is number of cylinders? John Deere stuff is easy, but Cat stuff remains a mystery to me.

If my 6.2 was a Deere motor it'd be an 8062, of course your 6.2 would be an 8062T. :D

Rene
 
BlueBlazer62 said:
Up until about a month ago it had a 400/205, now it is a 465/205. You do realize you will have to put a pretty large Cat in to get a Jake Brake? C10 would be the smallest I can think of that we make(made) with a Jake Brake and that is a 2000+ lb engine. You would be much better off with a 3116/3126 or 3208.
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Yes, I like the 3116 and 3208 as they are mechanically injected. So why don't the 3116 and 3208 have a jake available? They have kits for the CTD.... Or are you saying that from the factory CAT doesnt have jakes for the 3116 and 3208?
 
You are thinking of an exhaust brake, not a Jake brake, they are two totally different things.
 
I just had a huge reply typed out to you but I lost at so here is the abridged version.

3xxx is the series of engine. 3100, 3200, 3300, 3400, 3500, and 3600 series. Now, all the numbers except the 3100 series work like this: 3x is the series, the last two digits are the number of cylinders. 3208 is a 3200 series with 8 cylinders, 3618 is a 3600 series with 18 cylinders. The 3100s are slightly different in that the middle two numbers are the displacement per cylinder and just the last number is the number of cylinders i.e. 3116 is 6 cylinders, 1.1 L per cylinder, 3126 is 6 cylinders 1.2 L per cylinder. That numbering system is going by the wayside and being replaced with a system in which the name starts with C and has the displacement in liters afterwards i.e. C7, C9, C11, C13, C15, C18, C30. Clear as mud?
 
BlueBlazer62 said:
You are thinking of an exhaust brake, not a Jake brake, they are two totally different things.
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Ok that comes back to my foggy memory now that you set me straight. That sucks. Could you please explain the differences to me? And is there any possible way to use a jacobs barke on a 3116 or 3208? Also would you be able to give me hp & tq #'s on the 3116 and 3208 both n/a and turbo? Thanks a lot!! :waytogo:
 
No easy way to put a Jake Brake on those engine. All of the work would be custom, very labor intensive, and may not give much retarding power. An exhaust brake simply is a butterfly valve to greatly increase the backpressure to help slow the engine down. There are too many ratings on those two engines to list from truck to marine to power generation. A good ballpark range would be about 150(truck)-400(marine)hp for a 3116 and 210(naturally aspirated truck)-500(marine turboed)hp for a 3208.
 
I thought as much. But it never hurts to ask. What about the torque specs on the 3116 and 3208? Since those really are more important than hp when towing.
 
3116 is 170-300 hp to 420-732 ft lbs on highway, highest marine rating I can find is 420 hp and 903 ft lbs.

Highest 3208 rating I can find is 465 hp and 868 ft lbs of torque which is a marine rating.
 
OK. Cool. Thanks!! When I get around to it I will most likely find a truck engine. I have a good truck salvage yard close by. And have no clue as to even where I would find a marine engine around here. But I would figure a truck type engine would suit me a lot better and cost less at the same time anyway.
 
Yea, you couldnt put a marine engine in a truck, I was just using it to show how much power can be made and has been made from factory ratings.
 
I had just remembered another question I had meant to ask you a couple days ago. Not being familiar with the diesels like I am with the gassers, do the 3116 and 3208 have sleeves? Also do both engines have the same bolt pattern for a bellhousing?
 
Both are bore in block (no liners) and they use a couple different bellhousing patterns, but most like in truck form they will have I think an SAE #2 pattern.
 
BlueBlazer62 said:
Both are bore in block (no liners) and they use a couple different bellhousing patterns, but most like in truck form they will have I think an SAE #2 pattern.
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What is an SAE #2 pattern? And how similar/what pattern would a Chevy V-8 be? I used to know a guy who did something to adapt a CAT V-8 (IIRC an 1160) to a 465 trans. IIRC he used a bellhousing that would be found normally behind the engine and adapted that to work with the 4-speed. But I am unable to contact him anymore so I must start basically from scrath with my homework for this project.
 
1) BB62 covered the exhaust brake. A jake brake sits between the head and valve cover, the jake brake minipulates the exhaust valves by not letting them open on some sort of timed setup causing the chamber to produce compression braking.

2) I have a 3116 in my CAT challenger tractor and it is rated at 235 PTO HP, I have seen the C7/3126 rated at 300HP, 860 ft lbs in on highway versions. Also Edge performance makes a computer module for those engines also.

3) SAE#2 is the bellhousing type, #1 and 2 are by far the most used bellhousings when it comes to commercial diesel engines. As far as using a tranny....It would be an Allison for sure but if I had to have a manual I think it would have to be a clark, they come in both #1&2 bellhousing configurations.
 
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