Cummins NTC-350

Spoke with diesel controls today, they have done some interesting work on some injectors in the past, I'm waiting to hear back from them to see what we will be able to do with the set I have out now. Sounds like a place I could spend a bunch of money.
 
That is kind of my fear about these old engines. Is that shops wont or can to work on them for the performance mind set. Like I said I don't know about top stop injectors, but the injectors in my truck seem to be pretty simple. I don't see why a place like Extrude Honed can't open them up a bit for me when I need them to.
 
I also turned the screw in the throttle shaft out 3 turns before the pull Sunday. Did not seem to smoke anymore than before.
 
Im sure extrude hone can do it, but they only work on disassembled parts. Most of the magic happens in the bottom half of the injector and everything has to be torqued right for it to seal and work right, so you need a shop that can put them back together and balance them.

The guy I spoke with said that because people are going to the newer stuff that they dont get much call for doing older stuff so they are going away from the tooling that they need to do the work.
 
SmokinCAT said:
The guy I spoke with said that because people are going to the newer stuff that they dont get much call for doing older stuff so they are going away from the tooling that they need to do the work.
Click to expand...

This is what I have been afraid of!
 
Well I got my liquid filled gauges, fuel plungers and governor shims in yesterday. Didn't have enough time to put anything in the truck before the pull last night, but it may be a while before I put the plungers in.

I've been concerned with the condition of the clutch in this truck since the first time I've pulled it. Since then I have always smelled clutch but it has never really smoked or lost any free play. We were on a very tight clay track last night and I ran 50 lbs of air instead of 40 lbs. A friend said that off the line the clutch smoked pretty good leaving the line. So that is my next order of business.

Not real sure what to put in it. A couple friends of ours have put Lipe clutch in their trucks. One has a Mack making 750 at the wheels and hasn't hurt the clutch, another has a 3406B that he just put a brand new clutch in a week ago. My dad has a Spice EZ Pedal in his work truck that makes 500 horse to the wheels and in his 3406B puller and hauls heavy daily with it. He had an EZ pedal in his work truck for 10 years before he replaced it when he rebuilt the trans list spring.

I'm kinda leaning toward an EZ pedal because they operate a lot easier, are cheaper and with this little 855, I'll never tear a clutch rated at 2,000 lbs of torque up.

Decisions, decisions...
 
Go with a 2050 easy pedal, you will need to find a 15.5" flat flywheel with a 10" center opening. You won't ever have to replace a clutch again, and unlike the lipe clut he's you don't have to worry about a spicer welding itself together when you slip it.

I run the newer2050 eaton easy pedal advantage behind my 3406 and it is a nice clutch, we don't need the torque rating of the lipe.
 
That's probably what I will do. I am afraid I'm gonna pull it out and find it has a 7" fly wheel.

We have a pull next Saturday night that is 5 miles from our shop. I'. Hoping the clutch survives the pull and will get me home. Sunday morning I'm gonna start tearing it down.
 
To be honest I would say that yours doesn't have a 15.5" clutch in it unless someone put it in there. I know my small cam had a 14" clutch originally and so did my big cam, they only ever used the 15.5" on the twin turbo engines and the later big cam 4s I believe.

You should be able to find a decen used N14 flywheel for around $100, or you might look up mid america clutch, I think they build a pretty stout 14" for a really good price.
 
RockinRam96 said:
Yeah I've only ever know it as a KTA 600 or KTA 1150.

I know where there is a Kenworth W900A with a KTA 1150 in it, but the guy will probably never sell it for a reasonable price. I would love to own the truck.
Click to expand...

Or a KTTA or just a KT (18.7L)
6.25 bore 6.25 stroke peak power is around 2000rpm for stockers. 600hp was the usual output unless changed from what I have found.

What I have heard, if you do it right, you can squeeze out 4000hp!
 
Fahlin Racing said:
Or a KTTA or just a KT (18.7L)
6.25 bore 6.25 stroke peak power is around 2000rpm for stockers. 600hp was the usual output unless changed from what I have found.

What I have heard, if you do it right, you can squeeze out 4000hp!
Click to expand...

I believe the KT was 450, kta's were 525 and 600, at least in trucks anyway. I think the TT's were 700

Sent from my DROID RAZR HD using Xparent BlueTapatalk 2
 
They don't really impress me much when you start pushing them to that level there are single turbo 3406 cats out of cylcone machine that are beating them pretty regularly, and while I know they are tough engines in the street level classes their reign has come to an end, it is now the electronic cats game.

There are also numerous ratings for the K19 as it is listed by cummins, 600 was the highest ever offered in a truck, but the highest listing is 730hp and it is a single turbo, and once they went to the QSK the ratings jumped to over 800hp all being single turbo.
 
RockinRam96 said:
Yes the KTs are ridiculous. They can make ridiculous power, 4,000 horse wouldn't surprise me one bit. They are identical to the 855 just a lot bigger. At 1150 cubic inch they have a huge advantage over almost any other motor put in a truck.

Here is a KTA with 4 chargers. Absolutely out of control!

Tom Lindsey Built for Business Shippensburg 7/6/13 - YouTube
Click to expand...

I am not sure what 855 you are talking about but the K series has 6 seperate heads. 855 has 3 heads.

Then you have QSK electronic engines.
 
I was actually given some old CPL and mechanic reference Cummins books the other day, both older than I am lol
 
Yeah but did the put a QSK in a truck?

Yes ik the K motors had desperate heads but the fuel system is still the same between the two. They both use a PT pump with mechanically operated injectors through the cam shaft.
 
No QSKs in trucks in the US, but they were used in trucks in Australia.

The ones that interest me are the latest version of the industrial QSK, they switched to a high pressure common rail system, I think if one had unlimited funds it would be fun to play with one of these.
 
Last edited:
There is a pulling family that pulls in Ohio and Western PA in the Full Pull Big Rig Series, Sanders Pulling. They have 3 Mack Superliners that they pull now. One has a V8 Mack, one a Cat C15, and one was rumored to be a QSK. But the Big Rig rules say that the motor has to be in a road truck. The rumor was that Sanders found proof of a QSK in a road tractor in the US. This all could be hear say though!

So back to my baby 855 Small Cam for minute. I got my liquid fuel pressure gauge and manifold pressure gauge in last week. I'd like to get them plumbed up before the pull this weekend to see where my pump stands right now before I go adding any fuel to it.

Where do I want to plumb my fuel pressure line into. The picture attached is of my pump. Can I plumb my gauge into the port where the pipe plug is currently that faces outward, below the fuel supply line to the head?

ImageUploadedByTapatalk1375929089.028602.jpg
 
You must log in or register to reply here.
Back
Top