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P2P is leaps and bounds better than paper TMs IMHO.

;)

Sorry, it was more of a joke. I'm a Cummins fan, but we always know the newbies by the "G".

First, what's a cummings 250? But yes, soak it degreaser and hose it down. Then find the leak. Just don't spray into the intake.

The 5.9 was just for comparison sake. With how de-tuned a 8.3 is in these trucks, it likely would only hit 15psi of boost. But 20psi is still well within it's safe limit and only barely into the prime efficiency island of the HX40. And take a look online of various RV's and civy units...

Reading up on the forums will present to you that the military runs diesels day in and day out on JP8. (Close to Kerosene/Jet A) ;)

So why not just use the LDT/LDS, or as an upgrade a 5.9 Cummins with a p-pump if more power/speed is your goal? And enlarging the nozzle will only increase flow while decreasing injection length for the same pressure. The FDC is often bypassed in the multifuel as that's not what gives the...

You'll need to completely change the injector placement in that head design. It's a 90* setup with a even spray pattern. This would also effect the intake/exhaust runners. Let me step you back a bit. What are you trying to gain exactly? The ability to run what as a fuel? If it's...

Problem is, the off the shelf casting isn't going to have the proper injector angle (and the piston needs to be changed as well). You'd need to start with a billet blank and start from scratch. A heaping of cost involved in that. And you'd probably want the head to be iron, not aluminum. As...

60G's are self regulating.

Do a search on "cascade failure". It's pretty basic electronics 101. The bank is a resistor bank on the firewall. The input side is 24V. It reduces the voltage seen by the glow plugs based on resistance. When one GP fails, resistance is reduced on the output side of the bank. This causes...

Personally, I'd rather replace a battery more frequently than I had endure a cascade glow plug failure. Mine is bypassed and I've not had any battery issues. It could also be the fact that the first battery gets worked the hardest in a CUCV since the second is only used for starting really.

That modular design looks like it'd be handy to build something like this. I wonder if they could sell an engine that isn't meant for marine use? (EPA) The stumbling blocks will be the need for them to form a new head casting, new piston design, and change the fuel injection system...

IMHO $1800-2000 is high. I'd put the stock steel wheels and tires back on it to ease the sale.

Wow, we finally figured out how to make a M1070 look small! rofl

New pistons, head, injectors. And no on full time boost.

I have merged your thread. You're missing a lot of things. Static CR is the key thing. You can't run the engine under boost at idle all the time. Second, the swirl design in the piston bowls are missing, along with the improper injector nozzle, angle, and pattern. A p-pump'ed 12v Cummins...

Wouldn't a spin on oil filter adapter (Cummins part) and a filter with a anti drainback valve be just as effective/cheaper/easier? I mean, yes, it will take a few seconds to fill after a swap, just like the stocker. But from that point on, starts should pressurize quicker.

Sorry, I would disagree. Even a 5.9 Cummins makes 18psi stock. 15-20psi would still be within the conservative safe range of the engine. The HX40 is actually good to 40psi to keep it in the 79% efficiency island.

Frozen trails? Ice? In November in Georgia? When did this happen? Maybe the very last week of November with a arctic front? It was a low of 40F and a high of 65F here yesterday.