1972RedNeck
New member
- Joined
- Sep 21, 2014
- Messages
- 93
After quite some time of looking on and off, I found and purchased a cheap 2006 F350 4X4 with a 6.0 and ZF6. Now it is time to start piecing together an engine build.
What I have to work with:
1 12V block
1 24V block (post 53 block)
1 low hour 12V head
1 80K mile 24V head (on a broken 53 block)
3 5.9 cranks
5 12V rods
12 24v rods
VE pump gearcase and injector lines
P pump gearcase and injector lines
Air compressor to go in place of vacuum pump
I will need:
Head studs
Pump
Injectors
Cam & Lifters
Pistons
Gasket set
My goal is to achieve maximum fuel economy, street-ability, tow-ability, and low end torque with a byproduct of 400 or so HP.
I would like the compression ratio to end up between 18:1 to 19:1 but if 20:1 was doable, that would be perfect. This should help low end torque tremendously and should be better for fuel economy and provide a slight reduction in EGT's while towing, correct?
A set of 18.5:1 12V pistons and some light block surfacing should get me to an easy 19:1, provided they have the top ring insert to handle added compression pressures from turbocharging (which I think they do).
On the other hand, some block work and a set of 24V pistons can get to 18:1.
Which setup will be better for low end and fuel economy? The higher compression 12V or the slightly lower compression 24V? I know the 18:1 24V will be easier to make HP numbers, but that isn't my main concern...
Then for the camshaft - I have installed a few Colt stage 2 and 3 cams and have been happy with them. Stick with Colt or move to the Hamilton camp? Which cam from either suppler?
Then for the pump selection - I am leaning towards the old VE since it takes up less room, knocks out good mileage numbers (not that the P Pump doesn't), may make better low end torque, and will be easier on the wallet. That, and it should make 400 HP with ease.
Turbo will probably be an S362SXE.
Thoughts on what I am trying to put together? Remember, max power is not the end goal - fuel economy and drive-ability is...
What I have to work with:
1 12V block
1 24V block (post 53 block)
1 low hour 12V head
1 80K mile 24V head (on a broken 53 block)
3 5.9 cranks
5 12V rods
12 24v rods
VE pump gearcase and injector lines
P pump gearcase and injector lines
Air compressor to go in place of vacuum pump
I will need:
Head studs
Pump
Injectors
Cam & Lifters
Pistons
Gasket set
My goal is to achieve maximum fuel economy, street-ability, tow-ability, and low end torque with a byproduct of 400 or so HP.
I would like the compression ratio to end up between 18:1 to 19:1 but if 20:1 was doable, that would be perfect. This should help low end torque tremendously and should be better for fuel economy and provide a slight reduction in EGT's while towing, correct?
A set of 18.5:1 12V pistons and some light block surfacing should get me to an easy 19:1, provided they have the top ring insert to handle added compression pressures from turbocharging (which I think they do).
On the other hand, some block work and a set of 24V pistons can get to 18:1.
Which setup will be better for low end and fuel economy? The higher compression 12V or the slightly lower compression 24V? I know the 18:1 24V will be easier to make HP numbers, but that isn't my main concern...
Then for the camshaft - I have installed a few Colt stage 2 and 3 cams and have been happy with them. Stick with Colt or move to the Hamilton camp? Which cam from either suppler?
Then for the pump selection - I am leaning towards the old VE since it takes up less room, knocks out good mileage numbers (not that the P Pump doesn't), may make better low end torque, and will be easier on the wallet. That, and it should make 400 HP with ease.
Turbo will probably be an S362SXE.
Thoughts on what I am trying to put together? Remember, max power is not the end goal - fuel economy and drive-ability is...