Cummins NTC-350

That's kind of what my plan was. I planned on getting the HT60 and get the big gear drive pump on it and see what it does. I'll pull it a few times and if I'm happy with gauges I'll think about opening up the injectors. I don't want to get everything opened up and find out it's going to be way to hot for that little charger.

I have a big cam pump but it has a broken housing between the main pump and the air compressor. I was thinking about getting that worked on if I could get a new housing, but I already have the pump on my small cam rebuilt.

When you installed the braided stainless supply lines to the head, did you increase the size of the stainless lines from the size of the hard steel lines, or did you replace them with a bigger stainless line?
 
I'm not sure what the factory steel lines were, but these are 1/4" lines I'm not sure if that's okay or not so I plan on changing fittings and going to a 3/8" lines just to see if there is a difference. I'm not sure there will be though.

I'm going to be changing so much on the engine as it is that it will be like pulling a different truck starting off again.
 
Yeah I hear ya. My plans are to change a bunch of things too. My father and I were discussing bigger lines to the head. It will get more fuel there but at a lower pressure. But then again your not changing the rail in the head so I'm not sure if it will make a difference. We'll see I may toto 3/8". But like you said I'm going to be changing so much that who knows if I'll notice a difference from that.
 
What is the reason these motors run a reverse rotation turbo charger. Why can't a normal rotation turbo be used? Is there performance reasons?

Or is a reverse rotation charger used for the set up of the whole air system?

My question is basically, why can't I use an HX60 vs the HT60 I have. From what I gather the HX and HT are exactly the same, the only difference is turbine and compressor rotation. My concern is availability for performance parts for the HT down the road. So maybe if I can get my hands on an HX I'll be better suited down the road. Thoughts?
 
Mostly for packaging concerns I think. I think your comparison of the two is a little off, while there may be a model of the hx60 that is similar to the ht, that turbo is likely to be twice as expensive as the HT60.

It's not really the fact the the parts are hard to come by, anything for a holset can be bought directly from cummins, a new HT4B is going to run close to $1700 plus a core charge.
 
I'm thinking performance parts (billet wheels, bearings, etc.). If it is even worth putting those in an HT.

How does an HT4B compare to an HT3B or an HT60? Thinking of options if this HT60 turns out to be to small.
 
I'm not sure what you are after with this engine, when you had the cam out you chose not to adjust the timing which would have helped in getting that engine to live, yet your worried about getting a turbo and what parts are available for it.

The HT4B has a 84/127mm compressor wheel, it uses the same bearings as the HC5 and HX82 so I don't think that will be an issue. The problem lies in the exhaust side as it will be the limiting factor on a 855 at around 950hp.
 
Timing was not a concern at that point because we were more concerned with getting the motor to run correctly. I have to replace the front main seal in the front cover. So maybe at that point I can get in a little deeper and add timing.

I am concerned with turbos and fuel because I have not decided 100% what the future of this motor is. A 3406 of some sort is wishful thinking at this point.
 
Decided to pull the turbo off my motor a couple weeks ago. Going to begin by gasket matching the manifold and turbine housing and polishing both.

Pictures are of the charger that came off my motor, an HT3B and an HT60.
Compressor cover of the original charger
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Backing plate and compressor wheel of the original chager
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Original charger, Ht3B and HT60
IMG_2683_zpsc8e8617d.jpg


Original charger, Ht3B and HT60
IMG_2686_zps71176eb2.jpg
 
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Not made much progression the truck or done a ton if work to it without heat in the shop this winter. It's just been too damn cold to go work on the old girl.

But I did order some used A model battery boxes and I got them hung. I ordered used because I wanted to paint them instead of shinny aluminum. I'm thinking white covers and red sides.
a3uta8yv.jpg
unavapej.jpg
 
Been getting some work done getting my truck ready for pulling season. In another couple of weeks (shooting for the first weekend of May) I'm hoping to be able to pull the truck out of the shop. Then it'll be clutch and drive line work.

I've got a bunch of work done to it lately. I got a 1-1/4" pump drive, bent new steel supply lines for the front and back of the head, port and polished my exhaust manifold, rebuilt HT60 turbo, planning on running ice water through my after cooler (I just have to finish the plumbing), and put battery boxes on both sides of the truck. Oh and I have the motor all painted up!

Pictures below...

Painted Motor
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One of the exhaust ports before grinding it.
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After port and polish
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1-1/4" pump drive on the top, 3/4" pump drive on the bottom
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1-1/4" all installed
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Manifold hung and turbo hung, biggest battle I have to overcome is mating the original charge air pipe to the new HT60 with a v-band. I did get an elbow off of the HT60 that has a v-band on it that I think can be cut and welded to my charge air pipe to solve this problem.

IMG_3003_zps41c42378.jpg



I pulled the engine fan off to install the fuel feed to the front of the head. Currently the fan is belt driven and runs all the time. I want to get an electric fan to cool the coolant. I found electric fans on Summit for fairly cheap that move 3,000 cfm of air, not sure if I'll need one or 2. Any insight?
 
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You will have to take some time next winter to pull the heads and take some of the rough edges out inside the head. I'm not sure how much of a difference it makes but it did change the sound of mine a lot under power.
 
Yeah I was thinking about gasket matching the heads next winter. But I also wanted to weigh the gains from doing more work on this Small Cam vs a 3406.

We'll see. Only time and my wallet will tell. I'd really like to make between 5-600 hp before giving up on this engine.
 
Went for a drive last night. The truck seems much more responsive with the fuel system modifications that I've done this winter.

I gained about 10-12 pounds of manifold pressure with the HT60, too. Before I would only see 18-20 psi at wide open, throttle matted to the floor. With this HT60 I see 30 psi at 2,000 rpm, and that not topped out. I'm running a 22 cm exhaust housing now, which I'd like to get at least a 26 cm housing if not a 32 cm housing. I'll have to get a back pressure gauge set up soon to determine which housing to use. It just seems so difficult to find one or the other.

Looking forward to doing a little more tuning and getting this thing ready to hit the track. Putting a new clutch in it this weekend.
 
Put a Spicer ceramic, 1,400 ft-lb EZ Pedal in my truck today, and man what a huge difference. Actually having a clutch brake is super nice. Engagement is super smooth and pushing the pedal in takes minimal effort. Even less than my puck up!

Probably one of the best things I've done yet!
 
RockinRam96 said:
I gained about 10-12 pounds of manifold pressure with the HT60, too. Before I would only see 18-20 psi at wide open, throttle matted to the floor. With this HT60 I see 30 psi at 2,000 rpm, and that not topped out. I'm running a 22 cm exhaust housing now, which I'd like to get at least a 26 cm housing if not a 32 cm housing. I'll have to get a back pressure gauge set up soon to determine which housing to use. It just seems so difficult to find one or the other.
Click to expand...
Go straight to 32 housing, I bet your backpressure is skyhigh if you gained boost just by changing turbo.
 
A video from the other day. Love the rattle of this old engine.

[ame="http://www.youtube.com/watch?v=PQfbWtKdWrQ"]73 KW W923 out of a drive - YouTube[/ame]
 
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