1970 Jeep Gladiator 1 Ton 6BT 12V Cummins Build

[rwjohnstone]

Now that is a thing of beauty, what are you plans for the ACpump? Are you going to keep the stock one and add an oiler to the line?

[ross80truck]

Wow, that looks awesome. These pictures are my new truck porn!

[Resbum]

Thanks.

I plan on changing the AC compressor over to a York 210. Right now I'll use the stock one for the serpentine belt.

[Resbum]

The engine is permanently married to the transmission and mounted in the truck.

I racked my brain for a couple hours this morning, then called a few people who's opinion I value and none of us could think of any reasons not to install it.

Hopefully, it won"t have to come back out for many decades.

[altrocker1]

looks great man...real great....

[Mudbull]

I think im going to have to copy you...on everything that your doing haha! love the intake work especially and how beautiful the engine came out, couldnt get any cleaner looking, looks perfect. But why are you using the stock auto trans "cooler"? ive heard it heats the fluid up more than it helps, maybe something to look into.

[lobie]

Looks great. Don't see the turbo on there. You going stock or going to upgrade turbos?

[Resbum]

Mudball- I really waffled back and forth about using the transmission heat exchanger. Ironically, I decided to use it for the really heavy heat situations. I'll be running another large trans cooler located between the intercooler and the radiator. Trans fluid stays in pretty good condition for along time at temperatures in 190 degree operating range (The water thermostat temp) . During routine uses the fluid may get heated up to that, then get cooled going through the second cooler. During really heavy uses the fluid temp may leave the trans in the 230 degree range, pre-cooled to 190 degrees, then cooled further going through the second cooler. Regardless, the trans fluid should always enter the second cooler at a more consistant temp.

If I find this theory not to be true in the real world I'll remove the heat exchanger.

lobie- I need to fabricate the exhaust manifold extention to relocate the turbo, so that won't go on until the cab is in place. I've got a nice pretty BD Super B with 4" downpipe waiting to move into its new home.

[lobie]

Should be a nice upgrade. I figured you were going to upgrade. I found a HE351VE for next to nothing and did some research. It seem many have had good luck putting them on 12v's. Going to start fabbing it up to the manifold this wknd.

[Resbum]

Should be a nice upgrade. I figured you were going to upgrade. I found a HE351VE for next to nothing and did some research. It seem many have had good luck putting them on 12v's. Going to start fabbing it up to the manifold this wknd.

Nice. I heard the same. Ultimately, BD treated me really, really well and I couldn't resist the Super B.

[Resbum]

I originally posted this picture of how I intended to relocate the turbo 8" forward. Since then, I changed my mind for several technical reasons and went a different route.

It's been an extremely long 12 days to do what should have been only a three days process to fabricate the relocator. It's now become the first part of my build I am thoroughly sick of, but I'm on the home stretch.

Here's some pics of the early fabrication.







I've also got quite a bit else done since my last post, so I'll post some updates as soon as I get the loose ends taken care of.

[TPICherokee]

It's now become the first part of my build I am thoroughly sick of, but I'm on the home stretch.

Doug, if you are sick of it, just bring it by and I'll keep it for you. I will even keep this thread going for you.

[Resbum]

Doug, if you are sick of it, just bring it by and I'll keep it for you. I will even keep this thread going for you.

Haha. I'm only sick of the turbo relocator. And after all the external hassles beyond my control , time, and money it's taken to finish anyone less than God is going to have to pry it from my cold dead fingers.

[Mikel]

Very nice, but aren't you going to lose a lot of energy in such a long exhaust path before it hits the turbo?

[Resbum]

Very nice, but aren't you going to lose a lot of energy in such a long exhaust path before it hits the turbo?

In regards to a lot of energy, probably not. I might lose some, but I don't think so.

Bare with me for a moment here. This may seem off-topic, but it's not and I do get back around to your comment.

A little info about automotive history in the USA. Ten years before you could buy a turbocharged 2002 Subaru WRX in the US it was available, and very successful, around the rest of the world. Even then, the one we got in the States was underpowered compared to the ones around the rest of the world. Another example is the old Toyota Pickup and 4Runner. Anywhere else on Earth a person could buy one that came with a turbo diesel engine, even in Canada. Those engines never did make it to the US. These are just two examples, but ones I have personal experience with.

Why did these two cases happen? Because the US government makes our DOT and environmental laws so overly complex and expensive that it's not profitable to the automakers to jump through all the hoops to import those engines here.

Now my personal experience. I bought a 1999 Subaru Impreza RS and turbocharged it. When I was finally happy with how it ran it launched so hard it would got through first gear so fast that I'd bang the engine off the rev-limiter before I could shift to second gear. For those that don't know, Subaru uses flat-four engines like the old VW Bugs and Porsches. Because of this design it's almost impossible to have somewhat short, equal-length exhaust runners. In this case the shortest was around 1 1/2 feet and the longest was over 4 feet.

While I was building and refining this engine the one thing I did that had the biggest single affect on engine performance was change exhaust runner diameter. I bought an aftermarket header that had 1/4" bigger runners. That header introduced a very considerable lag in turbo response and I took it back off and sold it to a guy running normally aspirated. He absolutely loved it, but it sucked @$$ on a forced induction engine. Why? Because the larger diameter tubes slowed down the gas velocity. I ened up running the stock Subaru exhaust wrapped.

Here is a must read for anyone who likes to gain knowledge through reading. Corky Bell's book, "Maximum Boost". http://www.amazon.com/Maximum-Boost-.../dp/0837601606
It's an incredible resource about turbocharging.

The four things I took from it about spool up while building the Subaru is heat, velocity, compressor blade selection, and flow restriction. Match those and you're in the ballpark.

For my truck:
Heat- The hotter a gas the more volume a given amount will occupy. My extension is going to be ceramic coated and wrapped and I'll have very little heat loss through it. This is also why I had the Cummins manifold ceramic coated.
Velocity- It's the product of heat and volume. Because I won't lose much heat that won't affect velocity. The outlet of the manifold and inlet of the turbo both have two port-matched rectangles. I chose round tubes that have a very similiar cross-sectional area to those rectangles, so I shouldn't lose velocity going through larger volume tubes.
Compressor blade design- Both the BD Super B turbo and Colt cam I chose have quicker spool up over stock. Even if I have some loss through the turbo relocator the turbo and cam will probably make up the difference.
Flow restriction- My original plan had the gasses making two tight turns in opposite directions. That is more disruptive to flow than having the gasses make a longer, more gradual, 360 degree loop.

With all of that long-winded typing behind me I can say I don't really expect the turbo relocator will have much adverse affect on performance. If it does I'll just have to live with it since there's no way I can run a turbo without it.

Resbum