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NOVEMBER 2014 Supplement to Engine Builder Magazine
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The love of Cummins engines by consumers has opened up the opportunity for niche markets and the growing demand for more Cummins performance. In his article on performance modifications to the Cummins 6.7L engine, diesel specialist Bob McDonald explains horsepower gains for this popular Dodge truck powerplant.
Chevy’s W-series 348, and later the 409 became legends on the street and on the track. Veteran magazine writer and author John Carollo provides insightful instruction for rebuilding a 409 Stroker engine using a multitude of available aftermarket components.
The Cummins ISX engine is one of the workhorses in the Cummins brand. Contributor John Clifford from Blake’s Remanufacturing offers rebuilding tips and technical information on these popular diesel engines that provide strength, balanced with fuel economy.
ADVERTISER CLOYES FP DIESEL SCAT LIBERTY IPD ENGINE & PERFORMANCE WAREHOUSE
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BY CONTRIBUTING EDITOR Bob McDonald email: bmcdonald@babcox.com
T
he clouds of black smoke along with the whistling of the turbo bring out a new wave of spectators. It’s all about the rumble and feel from the massive foot pounds of torque, not the horsepower. Who would have ever thought that a diesel engine would gain respect in the world of performance? Now, it’s not uncommon to see a diesel powered dragster travel the quarter-mile in 8 seconds or an everyday work truck enter the Saturday night sled pull. The diesel engine, which was once considered a clanking bucket of bolts, has brought about a new era of drag
racing and sled pulling. As diesel engines have become more technologically advanced, efficient and reliable, they are loved by members of all generations. Whether the enjoyment is from the ease at which we pull our camper or the fact that we can take our work truck to the dragstrip on the weekend, diesel performance is in full swing. With the help of the aftermarket, more performance can be gained from simple add-ons such as programmers, cold-air intake systems, exhaust systems and turbochargers, to all out hardcore engine internals.
Talking Torque Torque is what you feel in the seat of your pants on the take off. Or, the low down grunt when pulling loads up steep grades at a low RPM. There are several factors as to why the diesel produces that low down RPM torque. There is a combination between the long stroke, boost and compression ratio. The 6.7L Cummins has a bore of 4.21”, but has a stroke of 4.88”. Longer stroke means that the pistons and connecting rods create more leverage on the crankshaft. When the intake valve opens, air is pushed into the engine from the turbo directly into the cylinders. There is no throttle blade as in a gasoline engine. There are no restrictions to cylinder filling other than the intake valve itself. The compression ratio of the 6.7L Cummins is 17.3:1. Compression ratio is the total volume of the combustion chamber when the piston is at Bottom Dead Center to the total volume of the combustion chamber when the piston is at Top Dead Center. When the intake valve closes, the piston starts its travel up the bore compressing the air that filled the
Here’s a sneak peak under the hood of a midsized Cummins powered sled pulling truck that is under construction. With the growing popularity of the mid-size diesel, specialized companies are catering to the growing demand for more power.
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A mid-size Cummins diesel power display on a Saturday night sled pull, producing more than 1,300 reliable horsepower “at the wheels.”
Across much of the Midwest, diesel drag races have become a popular event in the rural areas. Photo courtesy DIESEL Motorsports/Eric Sullivan
cylinder. As the air is compressed it begins to heat up reaching temperatures upwards of 1400 degrees F. Then, right before Top Dead Center, fuel is injected into the cylinder. The atomized droplets of diesel fuel are vaporized and start to burn rapidly which pushes on the piston causing the crankshaft to rotate. The diesel fuel being vaporized by the heat and pressure becomes very efficient since the heat generated was used for ignition. A diesel engine can run on very lean air fuel ratios (referred to as stoiciometry) as high as 50:1 under cruising conditions compared to 14.7:1 of gasoline. The increased compression ratio of the diesel engine along with the longer stroke of the crankshaft calls for a heavyduty rotating assembly made to withstand extreme cylinder pressures. The heavy internals also limit the amount of engine speed. The engine usually reaches peak torque around 1700 RPM and maximum horsepower at 2800 RPM.
Power Pick The Cummins diesel engine has become extremely popular as the
Camshaft Gear Replacement for 1985-2003 Cummins B Series 5.9L Engine APRA offers the following information regarding camshaft gear replacement for 1985-2003 Cummins B Series 5.9L diesel engines. Throughout the use of this engine two methods have been used to retain the gear to the camshaft. One method simply requires sufficient interference between the gear and camshaft snout diameter. The other method uses an interference fit plus a bolt and washer. The proper disassembly/reassembly must be followed for proper operation.
Disassembly: 1. Remove camshaft bolt and washer. 2. Remove gear and camshaft key.
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Assembly: 1. Install key into camshaft. 2. Lubricate camshaft surface, using Lubriplate #105. 3. Heat gear for non-bolted 1991 camshafts to 300°F in oven. 4. Heat gear for bolted 1991 and 1994 camshafts to 350°F. 5. Install timing gear with timing marks away from the camshaft. 6. Verify gear is seated against camshaft shoulder. 7. Install camshaft bolt and washer if required and torque to 20 ft.lbs., then rotate cap screw an additional 180°. Caution: Camshaft gear will be permanently distorted if overheated. The oven temperature should never exceed 350°F. Note: If frets or burrs cannot be removed with Scotch-Brite 7448, or equivalent, replace the camshaft. Bolted camshafts were only used on 1991 engines equipped with an in-line pump. Some or all of this information was provided by the Automotive Parts Remanufacturers Association (APRA). For more information on technical bulletins available through APRA call 703-968-2772 or visit www.AutoBulletins.com.
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Because the engine will see such harsh operating conditions, preliminary measures are taken to ensure the integrity of the cooling system. The cylinder block is modified for screw infreeze plugs.
The “Gorilla Girdle” is a proprietary machined piece used to prevent main bearing cap walk by linking all of the main bearing caps together and to strengthen the block by being bolted to the oil pan rails.
choice for performance. Even though there are other diesel engines such as the Duramax and Powerstroke (which can make power also), the Cummins has always been one of the founding forefathers of diesel power. Cummins gained a lot of notoriety
in 1989 with the introduction into the Dodge truck with a 5.9L, inline six cylinder, and turbocharged diesel engine. From there, the 5.9L and the later 6.7L, have proven reliable and dependable, giving them more favor to consumers. The love of the Cummins engines by consumers has opened up the opportunity for niche markets in the growing demand for more Cummins performance. One common place that Cummins performance can be found would be sled pull competitions. Sled pull competitions
are divided into classes that are limited to the turbo inlet size. For instance, if you were pulling in a 3.0 class, then the turbo inlet size of your combination would be limited to 3.00”. It is often wondered as to what modifications are done in order to reach the amount of power output along with engine RPM that is seen at these competitions. A lot of modifications can be seen on the outside, but there are rare opportunities given to see the actual working internals of the power plant. There are several Cummins builds that can be found in the media, but the question is often asked as to what works and what is truly needed. Of course, that depends on the application, but we wanted to see what Cummins build is on the track and what combination seems to be working for them. We were invited in by Industrial Injection, a diesel parts supplier based in Salt lake City, UT, to get a sneak peak at some modifications that are used for their sled pulling applications. The engine build starts with a stock 6.7L block. The factory blocks are very strong and if the combination is right, structural integrity is not the problem. The blocks are usually bored no more than .020” (yielding a 4.230 bore) and then deck plate honed. Deck plate honing is very important to any engine build for proper cylinder surface. Even though the Cummins block is very rigid, the cylinders can distort as much as .003” when the cylinder head is torqued down. If the block is not properly honed, .003” cylinder distortion can lead to serious piston scuffing especially with the amount of cylinder heat along with major blow-by. The block is then decked and fitted with custom billet freeze
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The new intake manifold is being fitted where the old one was milled off. ZZ Fabrications developed this Cummins intake for this particular sled pulling application.
plugs. (Check out YouTube video Blueprint Cummins) The surprise for the rotating assembly was the use of the factory 6.7L crankshaft, which yields a stroke of 4.88”.
The rotating assembly consists of custom-made pistons along with its own proprietary compression ratio. The connecting rods are an H-beam design made by Carillo, which are a stock length of 7.559” and fit the 5.9L and 6.7L engines. The For mild performance upgrades, the rotating assembly is balanced Platinum series flexplate from PRW is a and then fitted with a cost-effective solution for failures due to Fluidampr harmonic damper. cracking. Before the rotating assembly is The Platinum series is offered for the 5.9L placed into the block, the and 6.7L Cummins engines.
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factory lifters are installed along with a custom ground camshaft. Remember, in a Cummins engine, the lifters go in from the bottom. So the lifters and camshaft are fitted in the block before the rotating assembly. After the rotating assembly has been placed into the block, a 5/8” thick main bearing cap Gorilla Girdle made by Industrial Injection is installed. The purpose of the main bearing girdle is to increase block rigidity and torsional stiffness by tying the main caps and oil pan rails together. The Gorilla Girdle is CNC machined and when installed it stabilizes and strengthens the bottom of the block and evenly distributes crank load across the main caps eliminating main cap walk. The cylinder head used in this sled pulling application is stock, but with a lot of modifications. First of all, the cylinder head is thoroughly sonic checked to insure the integrity of the head before modifications can be performed. Porting of the cylinder head becomes a problem because the intake manifold of the Cummins is made with the cylinder head. In order to properly port the cylinder head, the intake manifold of the cylinder head must be removed in the mill. After the intake is removed, the intake and exhaust ports are then CNC milled with their proprietary port design for maximum flow and swirl. The CNC modified intake and exhaust ports flow 289 cfm compared to 175 cfm stock. Various valve angles are used on the valve seats and custom valves, but the ports still utilize the stock diameter valve sizes. Custom valve springs are installed but the stock retainers and factory rocker arms are still used. On the deck surface of the cylinder heads, .105” fire rings are
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ENGINE EVOLUTION From the 5.9L to the 6.7L, there are major changes which are mostly related to the addition of emissions components. However, the 6.7L (shown here) contains over 60 percent of the components used in the 5.9L. The engine still utilizes the same 24-valve design cylinder head with high combustion chambers in the pistons. In 2009, the connecting rods became what is known as cracked-cap design. This is a process where the connecting rod is made using powder metallurgy. Forged steel rods were used from 1987 to 2009. The connecting rod bearings and the main bearings are the same sizes for both engines. The only difference in connecting rod bearings will be if the connecting rod is cracked-cap design. The journal size is the same but the bearings change in design. The major change is with the bore and the stroke, but most of these parts will interchange as some owners are integrating the crankshaft out of a 6.7 into their 5.9L for a stroker project. There is one important thing to mention about the injectors used in the 6.7L.
milled and special head gaskets are installed for extreme cylinder pressures. The pushrods are a forged one piece design and increased in diameter to 10.90 mm. When the cylinder head modifications were performed, the intake manifold was milled off for access to machine the intake ports.
If for some reason the situation arises where one or all of the injectors need to be replaced in the engine, exercise caution. The process of changing the injector is the same as the 5.9L, but the problem is the injectors have changed. At the base of the injector where the electrical coil meets the body of the injector is stamped a six digit alphanumeric code. This is the correction code that identifies the injectors’ calibration, also known as an IQA code. This code has to be entered into the engine’s ECM in order for the engine to run properly. Without the proper code in the ECM, the engine will operate poorly from the wrong fuel calibration. This will have to be performed by the dealer that has Cummins licensed software.
The cylinder head was then machined to accept a ZZ Fabrications intake, which was designed specifically for this sled pulling application for their engine build and boost application. They also custom build aluminum intake manifolds machined to accept the factory common rail fuel system,
sensors and heater grid for the 5.9L and 6.7L applications. To feed the 1300 horsepower 6.7L engine, a rail injection system known as Double Dragons is used. The Double Dragons are twin Bosch CP-3 common rail pumps that have been modified to pump 120% more than stock. This amount of fuel is needed because the injectors are rated at 500cc’s. These injectors are for high horsepower applications also known as Industrial Injection “Cobra” injectors. The induction system consists of a 91mm custom single turbo for the 3.0 sled pull class. The turbo is mounted to a custom fabricated exhaust manifold which is pulse tuned for maximum turbine speed for this RPM application. Compressed air from the turbo is directed through a custom-built water to air intercooler manufactured by a company called Frozen Boost. One thing to absorb when you see the pieces of this Cummins build with the
When modifying your Cummins engine, the flexplate is often overlooked. For highlymodified Cummins engines, PRW offers a Signature series flexplate that is CNC machined from 5140 billet steel that has an SFI rating of 29.3 that can handle over 1500 ft. lbs of torque.
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An upcoming Cummins Performance engine project that Industrial Injection (www.industrialinjection.com) is working on is labeled the Black Pearl. While the engine is still in the research and development phase, preliminary dyno testing has shown more than 2,500 horsepower. We will keep you posted with more details soon.
modifications to the cylinder head, block and fuel system, is that you get an idea of what goes on to achieve incredible amounts of torque and power. For a relatively small displacement in-line six cylinder diesel, this engine cranks out more than 1,300 horsepower and will turn 5,200 RPM. This power is seen on the chassis dyno being made at the rear wheels. That places the torque output of the engine in the 2,000 ft. lb. range. If you own a Cummins powered truck with an automatic transmission, there is one thing to think about when doing any modifications. Take for instance the 2013 6.7L engine. The factory horsepower rating is 385 @ 2800 RPM. If you begin upgrading your engine with some performance bolt-ons, that engine can produce well over 500 horsepower. Something to consider would be also upgrading the flexplate. When reaching the 500 hp mark, the factory flexplate tends to crack and come apart. An easy solution is to replace the factory steel flexplate with an upgraded steel or machined billet flexplate. To remedy the on-going problem of a broken factory flexplate occurring to many of these sled pullers and drag racers, as well as everyday work loads, PRW has introduced two versions of flexplates for different performance applications of the 5.9L and 6.7L engines. One version, the Platinum Series, is cost effective and machined from cold rolled steel and manufactured for the everyday
driver needing some insurance. The Platinum Series is designed for stock replacement where the engines have been fitted with performance add-ons and upgrades that propel the engine to over 500 horsepower. This flexplate has a 4mm thick center plate with double welded starter ring gears and is SFI 29.1 certified. The other version, known as the Signature Series, is a one-piece billet steel forging made to withstand over 1,500 ft. lbs. of torque. This flexplate is CNC-lathe machined from 5140 billet steel that is SFI 29.3 certified and coated with a long lasting black oxide finish for rust prevention. The Signature Series flexplates are precision balanced and offered for 5.9L and 6.7L
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applications also. PRW and Performance Quotient Brands have been readily available to the industry for nearly 10 years, offering technically advanced engine parts for high performance and race applications. (www.prw-usa.com) So whether you are a sled pulling fan or just getting into this side of the performance market, keep on the lookout for the latest Cumminspowered engine from Industrial Injection known as the “Black Pearl.” This custom Cummins power plant produces insane power levels reaching into the 2500 horsepower range.■
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Cummins and Dodge Connection: From the 5.9L to the 6.7L The Cummins B-Series 5.9L engine was introduced in the mid 1980s as powerplant for agricultural equipment and offroad equipment. By 1989, Cummins joined Dodge to offer a 5.9L version in Dodge Ram pickups, and the 12v Cummins became a popular alternative to the V8 gas engines available in those models. The engine was popular among Dodge Ram owners and was phased out in 1998 in favor of a more emissions-efficient 24-valve version.
5.9L 12-valve DISPLACEMENT: CONFIGURATION: FIRING ORDER: COMPRESSION RATIO: BORE: STROKE: FUEL SYSTEM VALVETRAIN: OIL CAPACITY: HORSEPOWER: TORQUE:
359 CUBIC INCHES, 5.9 LITERS INLINE 6 CYLINDER 1-5-3-6-2-4 17.0:1 4.02” 4.72 “ DIRECT INJECTION OHV, 2 VALVES PER CYLINDER, SOLID LIFTER CAMSHAFT. 12 QUARTS 160 - 215 HP @ 2,500 RPM 400 - 440 LB-FT @ 1,600 RPM
PRODUCED:
1989-‘98
For late 1998, the 5.9L Cummins was redesigned into a 24-valve version of the engine. Called the 5.9L Cummins ISB (for Interact System B), the engine featured a Bosch VP44 rotary injection pump. In 2003, the injection system was upgraded to a Bosch high-pressure common rail unit and later was recognized as a Ward’s Top 10 Engine.
5.9L 24-valve DISPLACEMENT: CONFIGURATION: FIRING ORDER: COMPRESSION RATIO: BORE: STROKE: FUEL SYSTEM: VALVETRAIN: OIL CAPACITY: HORSEPOWER: TORQUE: PRODUCED:
359 CUBIC INCHES, 5.9 LITERS INLINE 6 CYLINDER 1-5-3-6-2-4 16.3:1 AND 17.2:1 (HIGH OUTPUT VERSION) 4.02 INCHES 4.72 INCHES DIRECT INJECTION, BOSCH VP44 FUEL PUMP/ LATER HP COMMON RAIL OHV, 4 VALVES PER CYLINDER, SOLID LIFTER CAMSHAFT. 12 QUARTS 235 - 325 HP @ 2,900 RPM. 460 - 610 LB-FT @ 1,600 RPM. 1998.5 - 2007
Cummins’ latest B-series engine is the 6.7L engine, introduced in mid model year 2007. It’s currently the largest straight-six engine produced for a light duty truck, producing 350 HP. The 6.7L replaced the 5.9L ISB to meet new diesel emission requirements.
6.7L Cummins Engine DISPLACEMENT: CONFIGURATION: FIRING ORDER: COMPRESSION RATIO: BORE: STROKE: FUEL SYSTEM: VALVETRAIN: OIL CAPACITY: HORSEPOWER: TORQUE: PRODUCED:
408 CUBIC INCHES, 6.7 LITERS INLINE 6 CYLINDER 1-5-3-6-2-4 17.3:1 4.21” 4.88” DIRECT INJECTION, COMMON RAIL OHV, 4 VALVES PER CYLINDER, SOLID LIFTER CAMSHAFT 12 QUARTS 350 - 385 HP, 610 - 865 LB-FT, 2007 – PRESENT
Source: Cummins Engines and High-Performance Diesel Builder’s Guide EngineBuilderMag.com 9
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BY JOHN CAROLLO, CONTRIBUTING WRITER
C
hevy’s 348 and 409 ‘W’ motors are having no problem keeping their popularity going. In fact, judging by the numbers of high quality parts being made for these motors today, they may even be more popular than ever. The quick and dirty of W motors and their parts today is that you can sit at your computer, whip out your credit card and ‘build’ a 409 without having to buy one original part. While that in itself is pretty mind blowing, you also have the option to build a 509 or even a 609-inch W motor. So, it makes perfect sense that with all those parts, there are a surprisingly high number of stroker combos available.
block engines overshadowed these W-engines by the late 1960s. But recently, the 348s and 409s have enjoyed a high-performance renaissance and many speed manufacturers are making heads, blocks and virtually every part for these engines.
Half and Half A quick history lesson shows us that Chevy used stroking to grow the 348 into the 409. One half of the move from 348 to 409 was an increase of .1875 inches in the cylinder bore. A stock 348 has a bore of 4.125 inches and a 409 has the bigger bore of 4.3125 inches. The other half was the stroke change from 348s to 409s that
W Origins Chevy's W-series 348 and later the 409 became legends on the street, and in particular the 409 also became a legend on the track. In the early 1960s, these engines powered a variety of GM vehicles and the Z-11 Impalas at the drag strip. While these engines enjoyed a hay day in the early 1960s and pop culture status in the hot rod community, higher horsepower Mark IV Chevy bigChevrolet made fewer than 50 of the Z11 engine for drag racing. The engineers stroked out the 409 into 427, increasing the size of the engine by lengthening the stroke of the rods and not overboring the cylinders.
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went from 3.25 to 3.50 inches for a net gain of a quarter inch. Together, the new bore and stroke gained those 61 cubic inches. Of course, there was more to do such as redesign the block for both clearance and better water flow. But, the basics are still the same. Chevy did it one more time when they created a handful of motors used exclusively for drag racing in late ‘62/early ‘63. Those motors would turn out to be the Holy Grail of W engines, the rare Z-11, 427 cubic inch motor. They’re also a good example of how stroker methodology works. To make the Z-11 427, Chevy actually used a standard 409 block with its stock
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Giddy Up The engines of the late ‘50s to mid ‘60s are forever part of our pop culture. In fact, there probably isn’t an engine builder alive who hasn’t heard the song "409" written by Brian Wilson, Mike Love and Gary Usher of The Beach Boys. The song features Mike Love singing lead vocals and it was originally released as the B-side of the "Surfin' Safari" single. The song, inspired by Usher's obsession with hot rods, was later released on the band’s 1962 album, Surfin' Safari, and it was also on their 1963 album, Little Deuce Coupe. bore of 4.3125 inches. Because the W motor was pretty much ‘capped’ at that size and could not physically go much larger, any additional cubic inches would have to come from increasing the stroke. Chevy did just that and added .150 inches to the stock 409 stroke, for a 3.650 inch stroke. Of course, a newly-designed set of iron heads and aluminum intake let those extra 18 inches breathe much better and become a legend in the Super Stock wars.
427 Version Along the lines of Z11 specs, noted 409 guru, Lamar Walden, tells us a homemade version of the famous Z11 short block can be simply made by using that same 3.650 stroke crankshaft in a stock 409 block with a stock bore size. No extra crankshaft clearance work is needed on the block and all the bearing sizes are the same so it becomes a ‘drop in.’ The final results will yield a 427 cubic inch W motor with your choice of heads and intake.
Below the Block Another aspect dealing with the increased crankshaft clearance
required with building a W stroker engine goes beyond the block – or more accurately, below the block. The oil pans from 348 and 409 motors have an interchangeable bolt pattern, but are different. While that may sound confusing, think of it this way. The oil pan of a 348 can’t always be used on a stroker motor as it is slightly narrower than those made for 409s. The answer is to use the wider 409 oil pan or, as Joe Jill from Superior Automotive says, “notch the 348 pan.” With today’s generous amount of reproduction 348/409 parts available, a factory reproduction 409 oil pan can be easily found at places like Show-Cars.com. Racing oil pans for W motors can be found at Stef's Performance Products.
Building Strength Another related aspect to stroking any W motor is making it stronger. Most builders will agree that if having some machine work is in the cards for any W stroker, it is an excellent time for an additional machine operation. All W motors came with only two bolt mains. Today, we know four bolt mains are desired in virtually all racing
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engines, and all of the new, aftermarket aluminum and iron blocks use them on the center three mains. Retrofitting a 348 or 409 block to use four bolt mains on those center three mains is not difficult and the block offers room for the upgrade. There are a number of companies making retro fit caps and a choice of straight or splayed is available. One such company is Pro Gram Engineering, which makes three such products. One is with the extra bolts being added in a straight pattern. Another uses a splayed pattern and the third offers a front cap with four straight bolts. These kits fit both the 348 and 409 blocks as both use the same diameter cranks.
Formula 409 If a builder wants a monster motor with lots of cubic inches, the best way would be to use one of the new aluminum 409 blocks by World Products or Bob Walla Racing. Walla also offers iron blocks and we’ll get back to that shortly. With these new aluminum and iron blocks, much larger motors can be built without any of the original engine’s design limitations. The early test motors built using the all aluminum World Merlin 409 easily made over 500 inches, settling in at a comfortable 509 cubic inches under the talented hands of Lamar Walden, who designed the blocks for World. If that isn’t enough cubic inches for a W motor fan, Bob Walla’s iron block is capable of housing 600 or 609 cubic inches. These are essentially stroker engines as the stroke and bore offer seemingly unlimited combos. From the money angle, a W stroker can be built two ways. One uses a bigger budget for custom made parts, such as those aftermarket blocks using custom made crankshafts, rods and pistons. The other and more economical way is to use off the shelf parts designed for W strokers using stock blocks. Those parts are steadily growing in numbers and availability. Many times, stroker kits are available and include the core parts such as crank, rods and pistons.
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Other kits are When rebuilding W engines, care must more complete be taken that the compression is and add rings correct. Here you can see the relief cut and bearings. is actually two cuts. These cuts are still The benefit used today, even when overboring the blocks to create a bigger engine. that is really growing is that offering stroker many of these kits require little or no kits. Its two kits machining. At the bottom of this Bob Walla block, you see strong start with 409 cylinder walls, cross webbing and plenty of clearance for blocks and are Popular Kits stroker engines. Lamar Walden Automotive has a few available in 434 and 472 cubic stroker kits for 409s. One is a 450 be bought with different balancing inch versions using 4.155 and 4.340 cubic inch model and the other is a packages. bore sizes. Both H and I beam 482 cubic incher – both from 409 For those making their own connecting rods are available. The blocks. stroker, Eagle Rods and Crankshafts kits include the crankshaft, rods, They include forged pistons, steel offers a crankshaft with a four inch pistons, rings and bearings, and can crankshaft, H beam connecting rods, stroke for 409s, as well as the rods to rings and bearings. Show Cars, a specialist for Chevys of that era, sells a 409 four inch stroker kit that comes with an Eagle crankshaft, Ross forged pistons and pins, GM rods, Clevite bearings and a chrome moly piston ring set. Until recently, original blocks were the only option when Since they offer a number of building a 348 or 409. The growing interest in W engines has stroker kits, the sizes and components vary. spawned an ever-increasing number of parts, and it was only a Another Show Cars kit has a 3matter of time until new blocks hit the market. If a suitable, 3/4 stroke and coupled with bore stock iron block cannot be found, you can select one of the sixes that are 0.030, 0.040 and 0.060 over, there are varied combinations. aftermarket aluminum 409 blocks. Of course, if you build a W 11:1 compression Keith Black pistons with more than 650 hp, you should opt for a high-performance have overbore sizes of the slightly aluminum block. While the aftermarket block can be built to different 0.038, 0.048 and 0.068 in. stock or slightly modified specifications, these blocks are ideal 348s have not been left out as there are kits using the same 3-3/4 stroke for a street/strip or race build. and overbore sizes. Scat Crankshafts is another one
Aftermarket Manufacturers
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A look from above the World W block shows large ribs that add to the webbing structure to strengthen the block in the lifter gallery area.
fit it. While not a full kit, W pistons can be had by a number of manufacturers. Don’t forget that BBC crankshafts make the basis of a good W stroker and tapping into companies such as Calles can get you a state of the art model.
Combinations and Calculations There are a surprisingly large number of stroker combinations using stock 348 or 409 blocks. Steve Magnante is an automotive journalist and has reported on a number of stroker builds. Here’s a few of them, broken down to just the facts for a quick reference. The Edelbrock 421 Stroker came about when Edelbrock wanted to start building aluminum W motor heads. Edelbrock built this stroker as
BLOCK 348 348 409 409 std bore (4.3125) 409 409 409 409
This view of the World aluminum W block shows the steel main caps and distinctive water pump bosses outboard on the face of the block.
its test mule, long before any new aftermarket blocks were available. Starting with a 1964 truck 409 block and crankshaft, the motor’s six quart oil pan, .060” overbore (final bore size of 4.375 inches) and the stock 3.50-inch stroke, the combo ended up as 421 cubic inches. A four bolt main kit was used as well as 9.6:1 J&E pistons on Eagle forged H-beam rods, and the 6.135 inch long Big Block Chevy pieces that fit the 409 crank perfectly. Also included were ARP 7/16, 12 point cap rod bolts to improve over the stock 3/8 bolts that Chevy orignally used. All this was designed to allow it to use 91 octane fuel and be a street engine. The crankshaft snout on a W motor will match up to a Small Block Chevy harmonic balancer, so an ATI Super Damper was used.
OVERBORE
STROKE
.030 over .030 over .060 over
3.50 4.00 3.50 3.650 3.750 4.00 4.00 4.125
.060 over .040 over .060 over .100 over
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The intake was an Edelbrock dual-quad aluminum with Edelbrock 500 CFM Thunder AVS carburetors. This combo created 466 horsepower and 461.9 torque. That in itself is quite a motor and with just the .060” overbore, yet, retaining stock 409 heads. When Magnante reported on this engine, he said more could be built into that 409 truck block, “Step up to a 470plus cube stroker kit, add a point of compression, swap on a set of 750cfm carburetors and do a little porting and you’ll nudge 600 horsepower for sure.” Edelbrock’s recipe yielded horsepower: 466.1 @ 5800 rpm. Basic specs are: Block Stroke
409 3.500
CUBIC INCHES 383 CI 434 CI 421 CI 427 CI (Z11 specs) 451 CI 476 CI 481 CI 500 CI
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This Magnum XL crank from Callies is offered in a 3.50” to 5.6” stroke for biginch engines. The 4340 forged steel crankshafts provide ample strength and longevity for these engines.
Bore Cubic Inches HP (approx)
4.375 421 466
Another W stroker Magnante reported on also uses a 409 block with a big, four inch stroke and even bigger pistons. In this case, a
crankshaft from a Big Block Chevy is the starting point. The bore was .060 over and the results were 481 cubic inches. Tech wise, the bore ended at 4.3725 inches. Superior Automotive did this build and they used a popular crank for W strokers, the
Stroker Kits
Mark IV, 454 Big Block Chevy. There is a trick here, as it needs to be a crank from between 1970 and 1990. Later crankshafts, like 1991 and up, won’t fit into the 409 block. Using this will increase the stroke by ½ inch and, coupled with the bigger pistons and other performance work, will yield 532 horsepower and 542 ft./lbs. of torque. There are a few machining operations that need to be done on the 454 crank before assembly. The biggest is turning down the mains .250 inch from 2.748 to 2.498 inches. After machining the mains, the radius on the crank’s journal to the
Chevy's W-series 348 and later the 409 became legends on the street, and in particular the 409 also became a legend on the track.
From a monetary viewpoint, going the stroker route can be done two ways. One is for the builder with an unlimited budget who pays for custom-made parts, such as a new camshaft, rods and pistons. The economical way is to find out which of those parts is already in stock. Sometimes, companies have complete stroker kits consisting of the hard parts, such as the crankshaft, rods and pistons in one package. A number of suppliers make complete or partial stroker kits for 348 or 409 blocks. A stroker kit is an easier route to take with a stroker build because all of the components are complimentary. If you choose to buy a stroker crank, rods and pistons separately, you must make sure all the parts are dimensionally correct and compatible with one another. Therefore, if you buy a complete stroker kit, you do not have to fit, balance or machine the parts to work with one another. A complete kit usually consists of a crankshaft, rods, pistons, wrist pins, rings and bearings, while a partial kit may only include the crankshaft, rods and pistons.
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cheek will need to be stress relieved as the new shape will be 90 degrees. Precision balancing is also recommended as is turning down the crank snout. The finished size should be 1.250inches so an externally-balanced SBC 400 damper can be used. Joe from Superior says that in the past, he had to do quite a bit of crankshaft work for his W strokers. The Superior Automotive 481 Stroker sports the following specs: Block Stroke Bore Cubic Inches HP (approx)
409 4.00 4.3725 481 532
Typically, they would need to be turned down, edges rounded and chamfered, counterweights knife edge shaped and snouts turned down. It didn’t stop there, as there was heat-treating and hard coating to do. Joe says these days, finished stroker crankshafts are more readily available and even offer centralized counterweights so additional clearance is minimal or not even needed. On this 409/481 build, the added throw of the bigger 454 counterweights and connecting rods are enough to impact the bottom of the cylinder bores. Machining small notches creates clearance for the now-larger rotating assembly. The rest of the rotating assembly has some wiggle room, too. Superior says reconditioned stock
‘By the Book’ How to Rebuild & Modify Chevy 348/409 Engines Veteran magazine writer and author John Carollo provides insightful instruction for rebuilding a stock engine and also how to build a sound performance W-engine as well. The reader is shown how to select a strong clean block, free of core shift and fatal cracks, select the best heads for a particular build, and increase the compression ratio. Selecting a camshaft and a strong connecting rod and piston combination is also an important aspect of the engine build, and all options are examined. Book Notes: Pages: 144 Publisher: CarTech ISBN: 9781934709573 Purchase Info: www.cartechbooks.com
18 November 2014 | EngineBuilder Rebuilding Technical Guide
454 rods can be used, but they opted for new, forged steel, Eagle I-beam rods that are often less expensive. These rods have the usual 454, 6.135 inch measurement and offer wider beams, wrist pin bushings and use bigger ARP 7/16 inch rod end cap bolts. Another cool combo came from Superior Automotive, and it was a sleeper! This stroker takes advantage of the fact that a lot more 348s were made than 409s. In fact, when the 409 came out, Chevy kept making the 348s. Superior says these little brothers can make a kick ass 434 inch stroker. This combo used Edelbrock’s Performer RPM aluminum heads, an Eagle stroker crank with H-beam rods, Ross pistons, an Isky solid roller cam and a new single plane, four barrel intake manifold from Lamar Walden which developed 576.8 horsepower at 6200 RPM with 516.8 ft./lbs. at 5500 RPM. According to Superior, the they started with the stock bore and opened it up from 4.125 by 0.030 to 4.155 inches. They checked the wall thickness after the bore and found it to be 0.175 average. A second boring operation enlarged the crescent found in 348/409 blocks that acts as part of the combustion chambers and that size is now .060” over. Into the block went an Eagle, 4340 forged steel crank. Even with its four inch stroke 0.750 greater than the stock 3.25 stroke of a 348, Eagle reduced the counterweight diameter of its crankshaft, making it a drop-in. The Ross forged pistons are 11.7:1 versions and weigh less than the stock pieces and the newer rods are heavier and stronger than the originals. Sometimes with this build, that extra ¾ inch of stroke might contact some 348 blocks, so Superior used its Rottler CNC machine station to add some clearance. With the use of Edelbrock Performer RPM heads, the valves are bigger than stock and will impact the block if the lift is too great. But that’s more about the aluminum heads than the block.
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CONNECTING ROD SPECIFICATIONS THE DIMENSIONS OF THE STOCK ROD ARE: Center to Center (inches) 348 409
Piston End Diameter (inches) .9895 to .9898 .9895 to .9898
6.135 6.01
The Superior Automotive 434 Stroker measures out like this: Block Stroke Bore Cubic Inches HP (approx)
348 4.0 4.155 434 577
The heads are limited by Edelbrock to 0.550 maximum valve lift on 348 blocks. This insures no valve-to-block contact, so checking with a spring and dial indicator is suggested.
Crank End Diameter (inches) 2.20 2.20
An easy aspect of this build is that a stock 348/409 crank snout will fit a SBC harmonic balancer. It will need relocating of the timing mark to be accurate. The new Eagle stroker crankshaft corrects this with the correct keyway position. These are but a few of the options for building a W Motor Stroker out of a stock block. The aftermarket blocks offer even more combos to build bigger and badder W motors. ■Editor’s Notes: The suppliers
Weight (ounces) 24.71 27.30
mentioned in this article are options and recommendations presented by the author for particular stroker builds. Engine builders should use this information as a reference and that performance results from their own stroker builds will vary, depending on their selection of parts and products. For a downloadable Stroker Engine Reference Guide of General Motors, Ford and Chrysler kits, visit: www.EngineBuilderMag.com.
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By John Clifford, Marketing Director, Blake’s Remanufacturing
T
he Cummins ISX engine is one of the workhorses of the Cummins brand and will continue to be a dominating factor in power generation applications, mining and industrial settings. Cummins ISX engines are also very popular as a heavy-duty truck application engine. Blake’s Remanufacturing’s remanufactured Cummins ISX engines are rebuilt to OEM specifications in our ISO 9001 level machine shop. This means that even older model Cummins ISX engine applications are often rebuilt using better, more updated parts and techniques than the original engine. Cummins ISX engines in many aspects replaced the Cummins N14 engines in 2001, due to the EPA tier regulations. The first Cummins ISX engine rolled off the production line in 1998. Until 2010, this engine was a dual overhead cam design with one cam actuating the injectors and the other the valve train. Beginning in 2013, Cummins ISX engines were equipped with onboard diagnostics which monitor emissions output and maximizes engine efficiency. This Cummins ISX model was also completed one year ahead of production schedule to meet the EPA Department of Transportation Regulations. The “ISX” in Cummins ISX stands for “Interact System” which is the on-highway fuel system Cummins
developed to vastly improve performance. Cummins ISX engines are very popular for on-highway and commercial trucking applications since they have the ability to pull between 430hp – 620hp at 2050 ft./lbs. Consequently, the brother of the Cummins ISX is the Cummins QSX which is part of the “Quantum” series. The Cummins QSX engine is the primary workhorse for off-highway, industrial, marine, heavy equipment and oil & gas applications. The Cummins QSX delivers between 365hp – 665hp at 1875 ft./lbs. of torque. Blake’s Remanufacturing has the ability to do both Cummins ISX and Cummins QSX engine rebuilds.
20 November 2014 | EngineBuilder Rebuilding Technical Guide
Cummins Cooling The Cummins 15L ISX is the latest engine in the ISX family which debuted in 2013. With the ISX 15 the fuel efficiency is increased 10 percent + over previous models. The foundation of the ISX 15L is the reduction of the size of the radiator and multiple cooling panels. This reduction in size of the cooling system without the loss of cooling power mean overall better aerodynamics within the engine. The new Cummins ISX engine cooling system allows for losses from the engine’s alternator and various other water pumps to be These ISX 15 engines, which were being shipped to a customer in Ecuador, have a power range about 450 hp.
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Circle 143 on Reader Service Card for more information
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mitigated. The new technology also allows for more open room which creates cooled air for the engine. The new cooling technology will likely save around 2,000 gallons of fuel per year for a class 8 truck which also means less particulate emissions. In addition to improved efficiency of the cooling system Cummins has also refined the combustion chamber to provide fewer active re-generations of the after treatment system.
Focus on Fuel Efficiency The Cummins 15L ISX engine is also the newest engine with the improved fuel system. Up until 2010 the traditional Cummins ISX engine featured the antiquated dual overhead camshaft design. One of the camshafts activated the injectors and the other camshaft activated the valve train. This type of injection system is called high pressure injection and operates to create injection pressure by the camshaft actuation. The dual cam design uses an integrated fuel system model (IFSM) which contains pressure regulators, gear pump, lift pump, metering and timing actuators and shutoff valve to accurately deliver diesel fuel directly to the injectors. The IFSM typically has a one section valve cover that is either plastic or chrome plated on older models of the Cummins ISX. The latest versions of the Cummins ISX 15 engine keep getting more fuel-efficient as the technology keeps advancing. Cummins has stated that the newest ISX 15 can deliver up to 2 percent better fuel economy than previously reported. The newest Cummins ISX 15 operational efficiency actually delivers more horsepower than in older ISX engine models. The ratings on the ISX 15 range from 400-600 hp (298-447 kW) with 2050 lb.-ft. of peak torque. The SmartTorque system Cummins developed adds roughly 200 lb.-ft. of extra torque to the top two gears of the engine. This means that Class 8 trucks can drive up steeper grades with much fewer downshifts making the ride that much smoother and less strenuous on the engine. For other models of the Cummins ISX engine, the additional torque from the SmartTorque system is applied to the lower gears where it is needed the most.
22 November 2014 | EngineBuilder Rebuilding Technical Guide
A look at a forged piston used by rebuilders on the Cummins ISX Blake’s engines. Photo courtesy FP Diesel. Remanufacturing reports that it can provide a remanufactured Cummins ISX 15 for half the cost of a new model, with no loss of efficiency or horsepower.
Cummins ISX Fuel Efficiency Physics The fuel efficiency technology of the Cummins ISX engine uses the power of steam. Harnessing the power of steam for propulsion purposes has been around for almost 2,000 years. The steam engine was first patented in 1606 by Spanish inventor Jerónimo de Ayanz y Beaumont. It was in 1698 that Thomas Savery patented a steam pump which condensed steam to create a vacuum to draw water into the chamber, then applied the pressurized steam to further a piston. The same basic steam technology is used today in the Cummins ISX. This scientific process is called the Organic Rankine Cycle. Improved aftermarket designs of the head gasket for the Cummins ISX were developed to withstand significantly higher combustion pressures and temperatures, as well as increased vertical and lateral motion between the engine block and cylinder head. Photo courtesy FP Diesel.
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Applying the Organic Rankine Cycle (ORC) to the diesel engine is quite a different process. Heat in a standard reciprocating engine if often looked as something to be avoided at all costs, but with new technology it is utilized to aid in better fuel efficiency. The technology is called Exhaust Gas Recirculation (EGR) which turns excess heat from a major problem into the key to improved efficiency. In the Cummins ISX engine the heat comes out of the engine and travels directly to a superheater system. The superheater increases the temperature of the wet steam from the boiler into an extremely dry superheated steam. This concept of “dry steam” is steam that is heated beyond boiling. The dry steam contains a lot of energy which then turns a turbine in power plant systems. The turbine then turns a generator which converts waste heat into electricity. In the Cummins ISX engine the electricity is used to power a small electric motor built into the crankshaft. After the superheated dry steam’s energy is transferred into the turbine it later is sent to a recuperator then to a condenser where it is condensed and routed back into the boiler producing a closed loop system. This is quite a revolutionary concept for the Cummins ISX having both the internal and external combustion in one engine. The extra energy that is recovered comes from four different sources: 6 percent increase in energy will come from the EGR, 2 percent will come from exhaust energy, and 2 percent will come from other accessories that used to drain additional power. All of this additional energy adds up to about 10 percent increase in overall fuel efficiency for the Cummins ISX 15. The basic premise of the Cummins ISX engine’s fuel efficiency is recovering waste energy. Waste energy can be described as energy that is not used for any practical purposes. Energy can be neither created nor destroyed. It is
stored in the form of kinetic energy (in motion) or potential energy (stored energy). When studying energy within the Cummins ISX engine we can ascertain that most of the energy is stored in the diesel fuel as potential energy. When that diesel fuel is burned in the combustion engine it changes form to kinetic energy, which then drives the pistons. However, most of the diesel fuel’s energy is lost as heat. One gallon of diesel fuel contains about 139,000 Btu (British Thermal Unit) of potential energy. One Btu is defined as the amount of heat required to increase one pound of water one degree Fahrenheit. The goal with any engine is to achieve peak thermal efficiency where as peak thermal efficiency is described as the work you get divided by the energy you put in. For example, a gas powered car engine is roughly 25 percent efficient and a heavy-duty diesel powered Cummins ISX engine is roughly 40 percent efficient. What that means is that if a vehicle used 10 gallons of gas only 4 gallons would go to towards propelling the tires forward; the other 6 gallons are wasted. The Organic Rankine Cycle technology in the Cummins ISX 15 aims to recovery as much energy as possible through heat recovery. Across the board, only roughly 33 percent of energy is used towards moving the motor. An example of waste energy in relation to trucks is when heat escapes from the engine to the outdoors. The heat sources on a Cummins vehicle that help warm you up on a cold day include the Cummins ISX engine itself, the radiator, transfer case, transmission, differentials, UJoints, brakes, cooling units, and your heater. Noise is also a heat source and is mostly a waste energy by product.
The second kind of energy is work energy. Work energy is harnessed energy being directed where you want it to go. However, there are always going to be other hindrances to 100 percent thermal efficiency. Gravity, inertia, laws of aerodynamics and drag will always be barriers to overcome to capturing 100 percent of an energy source. The second law of thermodynamics states that achieving 100 percent thermal efficiency can’t be accomplished.
ISX Emissions History Cummins has always been on the forefront of emissions reduction and the development of technology that improves emissions output. The first technology Cummins introduced to help reduce particulate emissions was cooled exhaust gas recirculation or EGR system. This system was introduced in the Cummins ISX CM870 model in 2002 and works by taking exhaust gas and re-circulates it back into the engine intake. This process radically lowers the combustion chamber temperatures in the Cummins ISX engine thus reducing the creation of Nitrogen Oxide. NOx and NOy (NOx plus other compounds that are created during the oxidation process of NOx) are the common causes of air pollution, smog and acid rain. Another big change in emissions reduction rolled out in 2008 when Cummins introduced Diesel
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the diesel exhaust in the Selective Catalytic Reduction chamber to reduce the level of NOx. The Cummins ISX 15 uses one camshaft compared to previous versions which used two. This single camshaft design in the Cummins ISX engine is due to the introduction of the common rail fueling system in which diesel fuel is pressurized from already high pressure. The fuel is stored in multiple piston pumps and transferred through tubes to a rail where the diesel fuel is stored under extremely high pressures up to but not including 35,000 psi. For more information on the Cummins ISX engine or the Cummins QSX engine, contact Blake's Remanufacturing at www.blakesreman.com. ■ Engine builders at Blake’s performing line boring on an engine block.
Particulate Filter technology for the Cummins ISX CM871 model. Diesel Particulate Filter technology or DPF is a filtration system designed to trap particulate NOx matter created by the Cummins ISX engine. The second step of the system is the Diesel Oxidation Catalyst which further breaks down the particulate matter via oxidation of the ash. The ash of the diesel particulate is oftentimes called soot. Then again in 2010 the Cummins ISX engine made another upgrade to its emissions technology with the ISX 15 CM2250 model. The Cummins ISX 15 CM2250 features the improved Exhaust Gas Recirculation in addition to Selective Catalytic Reduction for diesel particulate matter. These new guidelines further confined to EPA regulations also known as Urea Injection Reduction. The selective catalytic reduction system contains a diesel exhaust fluid composed of urea and water, controller, holding tank, pump, injector and the catalyst brick. The system works by heating up the diesel exhaust fluid which is then pumped and injected into a decomposition area which then chemically reacts with
REBUILDING TIPS ON THE ISX 1. Pay special attention to the spring loaded cam gear. 2. Need to use a puller for front and back seal. a. Special puller tool to pull off the crankshaft. b. Kent-Moore Tool. 3. Back off the spring loaded tension before unloading it. 4. Totally non interchangeable between ISX and QSX. Use all specified parts. 5. Difference between ISX engine blocks. a. Some have EGRs and others do not. b. You can use both types of engine blocks if need be: The water fittings just need to be fitted with frost plugs. 6. Everything on ISX and QSX is heavy-duty. These engines use heavy-duty cams. 7. Make sure to set the idol gear properly. ISX has floating gears as they are on a floating hub. a. The gears float because of the backlash. b. There must be backlash on the gears. c. There also must be torque between all of the gears. d. The timing must be set properly between the gears. e. In a running engine the gears must be unloaded. Only the Detroit 60 Series has similar floating gears. 8. Pay special attention to the dual overhead cams: one for the valves and injectors and the other for the Jake Brakes. 9. Overall, strictly follow the service manual. Stick to OEM specifications and tolerances as this engine is a very
Engine builder Brad Millers prepping the engine block for assembly.
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precise piece of equipment and has little room for error. From the staff at Blake’s Remanufacturing Services, LLC, Denver, CO
Circle 144 on Reader Service Card for more information
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Circle 145 on Reader Service Card for more information