Ram50
- Thread starter Bodacious
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Big Blue24
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About 16 grams per piston.
DodgeFreak
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Can't see the last two pages...GRRR
DodgeFreak
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Maybe theres not....not sure whats going on. But Keep up the good work. I've joined in late and I'm still trying to catch up on everything you've been doing!
madmikeismad
So mad
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It's something funky with the forum. It will show 1-2 more pages sometimes, but they don't exist.
spoolinawd
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jlibert
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That's a bad a$$ picture!
Big Blue24
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The cut stock pistons came out pretty clean and nice. Hopefully they perform well and hold up to the internal stresses and abuse they will encounter in a high RPM racing diesel engine. Ended up dropping 17 grams per piston and the ring-less piston and pin combination came in right at 840 grams each.
Last edited:
Bodacious
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Thanks Will (Big Blue24). They look terrific.
Do you think there is room to lighten the pins up any or is it worth the effort??
453.59 grams = 1 lb. I want to be able to remove the engine by hand. LOL
I ordered the other five injectors from Romania and will send them off to be opened up a bit. I am researching the possibility of driving the dry sump pump where the CP4.2 is now and belt driving the A-Pump. I need the hub and sprocket from a 1999 & up VW TDI to see if it is the same taper and shaft diameter as the A-pump. Probably going to have to get a custom pulley cut for the crank.
Ram clutches has put me off for two months on my clutch. I was supposed to hear from them the middle of this month, but, I haven't yet. Not to many folks out there doing custom one-off 8" clutches so I sorta have to wait on them. Tons of fab work on the oil pan, intake, exhaust and cam covers. I still have to take the engine to the Browell boys for sizing up a bell housing. I have to know for sure on the clutch first, however.
We want to be ready for the Parson's 'Challenge in the Hills' race memorial day weekend. It may come to pass that the 'ol 5.9 will get another season between the frame rails of Bodacious. I would like to see how much better/worse it would run with the B&J 3spd behind it and the clutch. It would be quite the experience to engage the clutch on this thing spinning 6000rpm's. lol
Do you think there is room to lighten the pins up any or is it worth the effort??
453.59 grams = 1 lb. I want to be able to remove the engine by hand. LOL
I ordered the other five injectors from Romania and will send them off to be opened up a bit. I am researching the possibility of driving the dry sump pump where the CP4.2 is now and belt driving the A-Pump. I need the hub and sprocket from a 1999 & up VW TDI to see if it is the same taper and shaft diameter as the A-pump. Probably going to have to get a custom pulley cut for the crank.
Ram clutches has put me off for two months on my clutch. I was supposed to hear from them the middle of this month, but, I haven't yet. Not to many folks out there doing custom one-off 8" clutches so I sorta have to wait on them. Tons of fab work on the oil pan, intake, exhaust and cam covers. I still have to take the engine to the Browell boys for sizing up a bell housing. I have to know for sure on the clutch first, however.
We want to be ready for the Parson's 'Challenge in the Hills' race memorial day weekend. It may come to pass that the 'ol 5.9 will get another season between the frame rails of Bodacious. I would like to see how much better/worse it would run with the B&J 3spd behind it and the clutch. It would be quite the experience to engage the clutch on this thing spinning 6000rpm's. lol
Bodacious
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One of the dry sump pump companies I contacted by e-mail did not respond. After exhausting other efforts, I decided to give them a call. Turns out, AC Nutter of Nutter Racing Engines very seldom responds to e-mails and prefers a phone call. They are clear over in Vancouver, WA. However, AC was born and raised in WV??? What a small world it sometimes seems. We discussed my proposed endeavor and he remembered the e-mail. I'm shipping out a CP4.2 to him for sizing up the front flange. Everyone keep your fingers crossed for me that AC can get it done.
Ram Clutches got back with me after a painful wait and are working on my clutch.
I need to get my aluminum stock here so I can begin fabbing the cam covers, oil pan, and intake.
I ordered the material for my exhaust from Summit yesterday. All parts are from Vibrant performance.
A question for y'all. The factory oil pump pics up out of the pan, pressures up the oil, and then sends the oil to both sides of the block. With the dry sump system, I'm not sure where to go in with the supply oil?? The factory oil cooler/filter assembly can't be used, but I think this is where I need to go in with the supply oil. I'm not sure about the other side of the block and what that supply would oil without being filtered first. The hole for that side is about half the size of the hole in the filter side.
Ram Clutches got back with me after a painful wait and are working on my clutch.
I need to get my aluminum stock here so I can begin fabbing the cam covers, oil pan, and intake.
I ordered the material for my exhaust from Summit yesterday. All parts are from Vibrant performance.
A question for y'all. The factory oil pump pics up out of the pan, pressures up the oil, and then sends the oil to both sides of the block. With the dry sump system, I'm not sure where to go in with the supply oil?? The factory oil cooler/filter assembly can't be used, but I think this is where I need to go in with the supply oil. I'm not sure about the other side of the block and what that supply would oil without being filtered first. The hole for that side is about half the size of the hole in the filter side.
Bodacious
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back to the 5.9
The BMW's are taking way to much time to be ready for this season. As most would realize, everything I do on these engines hasn't been done before (at least how I'm doing it). lol Also, I should probably get the award for the laziest SOB this winter.
So, the 'ol cummins is going back in with the B&J 3spd. The bastard 142 tooth flex plate is on its way to Bob Molinari's so a flywheel can be made to use with the GM adapter (the one that uses the 6.0 starter) I bought and the triple 10" clutch I already have.
Looks like we have a goal of hitting a dirt drag in Springfield, OH, May 2.
...better get to it.
The BMW's are taking way to much time to be ready for this season. As most would realize, everything I do on these engines hasn't been done before (at least how I'm doing it). lol Also, I should probably get the award for the laziest SOB this winter.
So, the 'ol cummins is going back in with the B&J 3spd. The bastard 142 tooth flex plate is on its way to Bob Molinari's so a flywheel can be made to use with the GM adapter (the one that uses the 6.0 starter) I bought and the triple 10" clutch I already have.
Looks like we have a goal of hitting a dirt drag in Springfield, OH, May 2.
...better get to it.
Bodacious
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Very coooool!! I only spoke with him the one time on the phone and really enjoyed the conversation.
I sent the CP4.2 out a while ago. I believe he should have it by now and I haven't heard anything from him. I don't want to rush anyone on this custom stuff. Ram Clutches has pretty much broken me of this. I should probably send them an e-mail. It's been two weeks since I got the e-mail that said engineering was working on it.:bang
joegorby
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You going to run at flashlight any this year?
joegorby
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I plan on going to as many as I can! The only new mod is bigger injectors. Hopefully it's enough to keep me towards the top!
Bodacious
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Update.
Not too much advancement in the last couple weeks. Cummins is washed up and ready to go back in.
Installed new axle seals in the Toyota front axle. Craig's run at King Knob really did a number on the drivers side as the housing is tweaked just enough to make axle removal a real pain. We noticed the top of the wheel was tipped in a bit when we got it back together from the rough ride.
Going to tear into the B&J and get educated. Need to figure out how to attach the chain drive to the rear of the tranny and possibly add a tranny support member as the B&J seems a bit heavier than the powerglide.
Not too much advancement in the last couple weeks. Cummins is washed up and ready to go back in.
Installed new axle seals in the Toyota front axle. Craig's run at King Knob really did a number on the drivers side as the housing is tweaked just enough to make axle removal a real pain. We noticed the top of the wheel was tipped in a bit when we got it back together from the rough ride.
Going to tear into the B&J and get educated. Need to figure out how to attach the chain drive to the rear of the tranny and possibly add a tranny support member as the B&J seems a bit heavier than the powerglide.
Bodacious
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...got tranny installed today. We used a 1/4" mid plate plus we built another 1/4" spacer out of the left over material after I trimmed down the mid plate. I had my son tig all the pieces together although it would not have been necessary. Once I fully seated the converter, We bolted on the tranny and the converter spun freely. Here it is complete with 2001 Powerstroke starter. She'll really get with it now that it is 'Ford'ified. LOL
My son is in the process of installing a semi-built 47rh into his first gen and we had both trannys laying there on the floor. So, we took the time and weighed the two. Here are the results.
The 47rh:
The scale reads 197 if the glare is too bad.
The fully built powerglide that will withstand 2500HP
Roughly 78lbs difference. The powerglide was ran on a dyno so it has some traces of fluid weight. The 47rh is dry.
I wanted to go ahead and throw one last pic on here, my son is on a little tighter budget than myself. So, when we read on here about the flexplates cracking, we hunted up a billet flexplate at $450. Instead of buying the billet, we cut down an old plate from an A518 we had laying around and welded it to the other complete flexplate. Were not sure it will work, but, sometimes you just gotta try???
Well, I'm finally getting round to doing something. Work has me tied up most of the time so I started getting up at 4:00AM and working on Bodacious before work.
The 922lb engine is in and I've started fitting the clutch can and trans. In case inquiring minds want to know, I took the liberty of weighing the can and the B&J trans. Hence the quote of post #93.
42.6 lbs is the weight of the can. Also, the can is missing the longer inspection plate. Anyone have one laying around? The other plate says crower on it so I e-mailed them in hopes they can help.
The B&J weighs 95.9 lbs. Lets see, that puts the total weight of the tranny with the can (less clutch) at 138.5 lbs of indestructible tranny.
Amazingly, the B&J with can is still 58.5 lbs lighter than the 47RH. Once I get the flywheel back from Molinari I will weigh the complete clutch. Does anyone have the weight of a triple disc converter for an RH available??