Big cam cummins performance

Big cam cummins performance DEFAULT
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Engine set at hp, semi tractoris it possible to get more hp out this engine without a ton of work or going deep internally into engine and not spending lots of $!?
What do you change to generate more poniesI'm guessing injectors, reset injection pump,bigger turbo, timing????
hp is not enough in today's worldget run over on the road!

NE IllinoisI have same engine, put a charger on it and next size up injectors and alittle more pump pressure and it will get you there. Mine doesn't run hot exhaust temp, just runs good. I think my CPL. is if IRC.

Anyway of getting alittle more info from you on what all you did


I'd tee in a fuel pressure gauge after the PT pump

add a pyro gauge ,and a boost gauge

take out the lead ball in the pivot and don't let the bit get in to far

then turn it in, 1/4 turn at a time
till you get to # on the fuel gauge
at a full throttle setting

and see how it pulls

make sure it has all 6, piston coolers functional



Edited by hillfarmer 7/1/



Caraway, AR

What is the difference between a small cam and a formula
Thanks,
John



McCanna, NDThat's a pretty hot small cam from the factory. I believe or was the big dog. They went to a big cam for a few reasons. For the price of injectors turbo etc you could buy a used big cam I bet.

Formula s are a big cam and they max out at rpm vs of a regal at small or big cam motor

So your telling me I can get 50 more horse just turning up the fuel????
Where is this lead ball in pivot and bit at? Don't let bit get in to far??? Sorry but I'm not familiar with thisThis in fuel line by injection pump?
Thanks

hillfarmer - 7/1/

I'd tee in a fuel pressure gauge after the PT pump

add a pyro gauge ,and a boost gauge

take out the lead ball in the pivot and don't let the bit get in to far

then turn it in, 1/4 turn at a time
till you get to # on the fuel gauge
at a full throttle setting

and see how it pulls

make sure it has all 6, piston coolers functional




Red Farmer - 7/1/

So your telling me I can get 50 more horse just turning up the fuel????
Where is this lead ball in pivot and bit at? Don't let bit get in to far??? Sorry but I'm not familiar with thisThis in fuel line by injection pump?
Thanks

hillfarmer - 7/1/

I'd tee in a fuel pressure gauge after the PT pump

add a pyro gauge ,and a boost gauge

take out the lead ball in the pivot and don't let the bit get in to far

then turn it in, 1/4 turn at a time
till you get to # on the fuel gauge
at a full throttle setting

and see how it pulls

make sure it has all 6, piston coolers functional



pivot of the throttle shaft

Got yathat makes sense!
Thanks

hillfarmer - 7/1/

Red Farmer - 7/1/

So your telling me I can get 50 more horse just turning up the fuel????
Where is this lead ball in pivot and bit at? Don't let bit get in to far??? Sorry but I'm not familiar with thisThis in fuel line by injection pump?
Thanks

hillfarmer - 7/1/

I'd tee in a fuel pressure gauge after the PT pump

add a pyro gauge ,and a boost gauge

take out the lead ball in the pivot and don't let the bit get in to far

then turn it in, 1/4 turn at a time
till you get to # on the fuel gauge
at a full throttle setting

and see how it pulls

make sure it has all 6, piston coolers functional



pivot of the throttle shaft


i had a 73 and a half It had a small cam in it from the factory. The difference between a and was an intercooler. I figured mine was running over hp. I based my estimate just on the increase in rpms. If you opened her up it would take all of about 30 seconds to over heat. Advance the timing and remove the governor,along with more fuel. I am not sure what else was done as I did not do the set up. A pulse manifold and holset turbo will help also. Probably could put an air to air cooler on instead of the factory inter cooler. I do know that I never could hold the head gaskets if I let it pull to hard so that may be a consideration.
If you can find an old Cummins engineer they can probably get you over hp without much expense.It has been quit a few years ago but I called the Cummins hotline and they lined me up with some parts that helped me make a lot of power out of a big cam 1. The amazing thing is they were all genuine Cummins parts and I didn't buy anything I didn't already need.
One advantage of turning more rpm is that instead of pulling from to it will pull from to You don't have to use near as many gears with that kind of rpm range. This lets you have less time without power to the ground.
The downside is it probably reduces your engine life. Of course that is a given just from increasing hp. I know my stock cummins with almost 1 million on the bearings looked pretty good. The ones that were cranked up and ran that way needed bearings at ,

Edited by IADAVE 7/2/


Another thought. I never tried it myself but heard a pair of vise grips applied to the return line made a big difference.
There is also the propane tank behind the cab trick for a quick cheap Hp fix.

Edited by IADAVE 7/2/


NE IllinoisMine does have a pulse manifold & holset charger for a
Forgot to mention about fuel pressure gauge as another poster did, after you get fuel pressure set where you want it may be necessary to remove fuel pressure gauge as they can make them sluggish on throttle response.
Also back off AFC to make it snappy on response
(Automatic Fuel Control)
That is done by bending back cover on throttle shaft and loosen jam nut and back off Allen head screw a turn or so.


Fowlerville, Mi.

They surely don't have any torque running rpm I wouldn't think. They probly make max torque at around I always thought ours accelerated quicker by not revving much over and it dropping right into the good torque range when you shift.

Edited by thefarmers 7/2/


Mount Vernon, WAI've heard of the vice-grip trick also. Myself, I'd spend a few extra dollars and buy a small needle valve to use as a restriction. Seems like a vice grip would be all or nothing in the wrong hands.

Darke Co. Ohiowatching

WEST CENTRAL MINNESOTA out of a small cam is plenty. More fuel you put to it the harder the cam has to push on injector and takes the cam out. rpm will just make scrap iron out of it in a hurry. I have a truck with a N and another with N red top. Big difference the seems like it has twice the power and burns less fuel and has hp down to rpm. High gear is rpm @ 55 . You can turn yours up but you will find the weak point at sometime.

NW KS/ SC IDFormula will be a Big Cam, IIRC offered in BC 2 through 4.

It was a different fuel pump setting, IIRC got the same power at versus , advertised towards fleets.

That is the difference between a regular Big Cam and a Formula as I understand it.

Different list for differences from SC to BC.

If you are talking torque at you and I clearly are talking different engines. Low end on my small cam was Big cam is a different animal. Back in the day it was common for guys to spin those engines beyond specs. I knew of several that ran for days on end at If I remember right I was told the engines were designed to run for a certain length of time. Overhauls at , were common also. The thing is you are talking a torque curve for a stock big cam engine. Not a modified small cam. It was common to put in an offset key to advance the cam timing. Some shimmed the boxes on the side of the block also to change timing. I didn't like to spin mine that fast unless I had to. I do know it would turn in overdrive with a load. Thank the Lord it did as it got me out of a bad spot. Probably the previous owner ran it that way a lot as that would explain the burnt smell the oil had for the first year or so I owned it.


North Liberty and South Bend, IndianaDrill it then run a tap into it to pull it out.
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10 Best and Worst Diesel Engines in History

Best Diesel Engine - Series 60Ah the elusive diesel engine: power, strength and the raw horsepower to get the things done. You can’t go wrong with diesel and in this author’s humble opinion you’re already way ahead of the curve if you go diesel vs a puny gas engine. Ok we get it. Diesel is awesome but what diesel truck engine out there is truly the BEST? Cummins guys will fight until their dying breath that the Cummins is arguably the best diesel engine ever made while CAT or PowerStroke gents will look in disbelief at the verbal diarrhea spewing forth from their buddies’ mouths. The debate is as old as Rudolf Diesel himself. Well good thing I don’t have to be “The Decider”… I don’t need that kind of pressure. Good thing someone else is willing to take the bullet for me. The guys over at Capital Reman, have given it their best shot to rank the Top 10 Best and Worst diesel engines of all time. This article is about what they came up with. What do ya’ll think? Did they hit the nail on the head or completely miss the target on this one?

Honorable Mention: The Cummins B-Series

Why We Like It: This engine wasn’t the first Cummins Engine to bring some respectability to the medium duty diesel engine market but it surly refined it. The 4BT, 6BT and ISB L engines absolutely killed it in the torque rating capability. You need to tow something these engines have got you covered. Honorable mention on the best diesel engine of all time list isn’t too shabby.

The Specs:
• Engine Type: Four Stroke, Six Cylinder, Inline
• Bore x Stroke: x in
• Displacement: ci (L)Best Diesel Engine - Cummins B Series
• Fuel Injection: Electronic high-pressure common rail
• Construction: Cast-iron block and head
• Compression Ratio:
• Maximum Power: hp
• Maximum Torque: lb-ft

5. International DT

Why We Like It: What’s not to like about this engine?! If you’ve ever driven on a public highway you’ve probably passed 47 trucks running a DT engine. Baby, this engine hauls America’s freight on a daily basis and is the backbone of the medium-duty fleets all over the country. It is a favorite of fleet managers because they run forever, have great torque to power ratio and can actually be rebuilt right in the frame of the truck. Number 5 seems fitting for the best diesel engine for the sheer number of units currently still on the road.

The Specs:
• Type and Description: Four Stroke, Six Cylinder, Inline
• Displacement: ci (L)
• Bore and Stroke: × in
• Compression Ratio: Best Diesel Engine - International DT
• Governed Speed: 2, rpm
• Total Engine Weight (dry): 1, lb ( kg)
• Maximum Power: hp
• Maximum Torque: lb-ft

Worst International Engine: VT, VT, VT, VT Series (Became PowerStroke L)

Why We Hate It: The VT and VT in particular were part of the International Light Duty models released in Ford adopted the Powerstroke officially in but was unofficially in production starting in The predecessors were bigger 6 cylinders however an International bean counter decided it would be a grand idea to chop off 2 of the cylinders producing a 4 cylinder engine. This didn’t go over too well and the VT and VT were horribly under-powered. Best diesel engine? I think not.

4. Mack E-7

Why We Like It: Ruff! Ruff! Ruff! Grrrr… That’s a good boy! What’s not to love about the Mack Bulldog. Mack truck engines have been around since when the Mack Brothers bought Fallsen & Berry Wagon Company in Brooklyn, New York. Mack has always been known as a slow and steady workhorse. It produced its first hook and ladder fire engine in , produced over 6, trucks for the US and British Military during WWI and helped build the Hoover Dam in Its engines are known for their crankshaft to wheel torque ratio. These are the engines that built America. The Mack E-7 was first produced in and lasted until the early 21st century. They are extremely simple to overhaul and rebuild and do exactly what you need for them. They won’t win any races but are extremely reliable engines. When you think of the best diesel engine you can’t leave out the bulldog. Good on ya Mack!

The Specs:
• Engine Type: Four Stroke, Six Cylinder, InlineBest Diesel Engine - Mack E7
• Displacement: ci ( L)
• Bore and Stroke: × in
• Fuel Delivery: Unit fuel injection
• Aspiration: Turbocharged
• Governed Speed: 1,, rpm
• Maximum Power: Up to hp
• Maximum Torque: Up to 1, lb-ft

Worst Mack Engine: None… Macks are Awesome! That and there only like 5 models. E-6, E-7, E-Tech, MP8, MP11 etc… all pretty solid.

3. CAT E

Why We Like It: It’s good to be The King! It is amazing how many people bleed yellow and rightfully so in most cases. There have been some catastrophic failures in the Caterpillar line of engines; the E is not one of them. The CAT comes in the A,B,C and E models and then evolved into the CAT C15 then CAT C15 Acert engine. This was a very successful engine for CAT as it was really the first evolved electronic engine that was done right. This was such a great engine that the vast majority of Peterbuilt trucks in the mid 90s and 00s all had Caterpillar E engines in them. The ECM design was easy to work with and bread a following of programmers that were able to write a variety of software for the engine. This “open source” concept with the ECM allowed end users to “hot rod them up” to add more horsepower and torque to the engine via the injectors, camshaft or valve timing. Even in the CAT E is still in millions of on-road and off-road applications across the world. Overall Caterpillar is the unofficial king of diesel engines and it deserves its place as number 3 on the best diesel engine list.

The Specs:
• Engine Type: Four Stroke, Six Cylinder, Inline
• Displacement: ci (L)Best Diesel Engine - CAT Picture
• Bore and Stroke: × in
• Fuel Delivery: Unit fuel injection
• Aspiration: Turbocharged
• Compression Ratio:
• Governor Speed: 1,, rpm
• Maximum Power: hp
• Maximum Torque: Up to 1, lb-ft

Worst Caterpillar Engine:

Why We Hate It: It’s not that we hate the CAT it’s that we hate the fact that it’s hard to work on. It is extremely hard to time the fuel system and like the VW on the automotive side, working on the CAT requires special tooling you can only buy from Caterpillar. Typically, it costs up to $ in tooling to work on the The other reason we don’t care much for the is that it is quite under-powered compared with a Cummins or 6BT. The CAT was engineered to be disposable. Albeit the was used in a wide variety of application including many marine applications the CAT and later the CAT C7 were arguably better models. To conclude the CAT isn’t a terrible engine but is damn near at the bottom of the best diesel engine list.

2. Cummins Big Cam

Why We Love It: How could you not immediately fall in love with this engine from the name alone? Kind of rolls off the tongue eh?! The Cummins Big Cam was the last real mechanical variable timing engine mass produced by Cummins in the The Big Cam replaced the small cam and was the first engine by Cummins to meet the Clean Air Act and noise regulations of that time. There were four generations of the Cummins Big Cam engines, last produced in and was replaced by the N We love the Big Cam because of the raw horsepower it puts out as well as its reliability. You can easily run a Cummins Big Cam , miles before an overhaul. The Cummins Big Cam was the first engine by Cummins to utilize demand-flow cooling which only cools the engine when the engine demands it. This system then uses the saved horsepower at the crankshaft for more horsepower into the project at hand. The Big Cam II significantly upgraded performance by introducing pulse manifolds into the engines; these were a big selling feature in these engines at the time. Overall horsepower was the main reason this engine was a big seller over the small cam models. The Cummins Big Cam had one of the largest camshaft diameters on the market at the time and features top-stop injectors. Talk to any old school truck drivers in the s and they will tell you tales when the Cummins series were the king of the road. Hard not to leave these engines off the best diesel engine of all time list. There were some drawbacks with the specifically when trying to start the engine in colder climates. The uses a lower pressure fuel injection system at 2, psi to power the injectors and varying timing specs, oil/water pump and valve spring pressures. That being said a glow plug or a shot of ether should do the trick to fix this simple issue because overall this is a great engine.

The Specs:
• Engine Type: Four Stroke, Six Cylinder, Inline
• Displacement: ci (14 L)Best Diesel Engine - Cummins Big Cam Picture
• Bore and Stroke: × in
• Fuel Delivery: Unit fuel injection
• Aspiration: Turbocharged
• Compression Ratio:
• Governed Speed: 1, rpm
• Maximum Power: Up to hp
• Maximum Torque: Up to 1, lb-ft

Worst Cummins Engine: Cummins ISX

Why We Hate It: The Cummins ISX was originally released in which replaced the longstanding N14 engine of the late 80s and 90s. It was supposed to be the Caddalic and the best diesel engine every designed at Cummins. However that didn’t pan out exactly. The ISX was engineered with a dual overhead cam design; one cam accessed the valve train and the other took care of the actuating injectors. In the ISXCM integrated the Exhaust Gas Recirculation (EGR) which takes the exhaust gas and recirculates it back into the intake of the engine. What this does is lower the combustion chamber temperatures limiting the formation of NOx. A neat concept but there were many issues with this system that caused many engine failures. The main point of failure is the dual overhead cam design which overly complicated things and caused many snowball effect types of issues in the engine. Lastly, the early versions of the ISX had a whole host of issues with the ECM which caused a sour taste in many Cummins owners mouths. In Cummins re-designed the ISX with a single overhead design to simplify things but the damage was done. This was supposed to be Cummins entrance into the electronic world however it was much too complicated for its own good. It is rightfully so belongs off the best diesel engine list; disappointing indeed.

1. Detroit Diesel Series 60

Why We Love It: Hands down the Detroit Diesel Series 60 is the best diesel engine ever produced for the class 8 world. Fun fact of the day: the Detroit Diesel Series 60 was mostly developed by John Deere although how much of an influence Deere had is debatable. The Detroit Diesel Series 50 cylinder heads were casted by John Deere Engine Company. In the early s GM’s Detroit Diesel had roughly 41% market share of all diesel engines sold in America. By the early s that number had shrunk to roughly 4% market share. GM knew the company was in trouble and sought out help from John Deere engineers to re-establish their reputation. There was a proposed joint-venture between the two companies that didn’t pan out however JD engineers purportedly designed the ring-system which fixed a lot of issues the Series 60 had with oil leakage problems as well as developed the cylinder head design. The main caveat of the Series 60 was the introduction of the first electronically controlled engine with the proprietary “DDEC” or Detroit Diesel Engine Control technology. The proposed company was to be known as “DEDEC” or Detroit Engines, Deere Engine Company. However the joint venture never came to fruition but the engine control technology took off.

The first diesel ECM was wildly popular with consumers due to its ease of use and updates in real time to the driver. Functions in the DDEC system included engine diagnostic functions, shutdown timers, progressive shift functions, fault history and record keeping, speed limiting governors, cruise control and automatic stall preventing. The cruise control technology was particularly popular with fleet managers due to its fuel-saving function but most notably DDEC system allowed the operator to download engine management reports regarding use of the engine, provide record of over-speeding, excessive idle time, hard breaking and other parameters. The DDEC allowed dealers to change the horsepower settings and in some cases propriety software was able to be loaded into the computer. The system was easy to operate and diagnostic codes were displayed to the driver in real time: red indicator lights signaled a major problem while a yellow light was less of a serious issue. Detroit Diesel did not invent the modern day ECM but rather adapted General Motors ECM technology from the early s into diesel technology. The first ECM was created by BMW in for the Kommandogerat airplane during WWII. The DDEC boom set in motion the electronic era for diesel engines.

The Series 60 became the most popular selling diesel engine for Detroit Diesel and the company went on to produce the DDEC I, DDEC II, DDEC III, DDEC IV and 14L/DDEC V hybrid engines from The Series 60 was first major diesel engine that did open the lead cam on the bigger bore. The DDEC IV got up to hp before being replaced by the L engine in There are millions of Detroit Diesel Series 60 engines still on the road today and it is extremely easy to remanufacture Detroit Diesel Series 60 engines due to their unrestricted open source design.  For 20 years Freightliner and Penske trucks all had exclusive contracts to include Series 60 engines in their trucks. All heil the king of diesel, may it continue to live in the history books as the best diesel engine in the world.

The Specs:

• Engine Type: Four-cycle, six-cylinder, inline
• Displacement: ci ( to L)Best Diesel Engine - Detroit Diesel Series 60
• Bore and Stroke: × in
• Fuel Delivery: Unit fuel injection
• Aspiration: Turbocharged
• Governed Speed: 2, rpm
• Maximum Power: Up to hp
• Maximum Torque: Up to 1, lb-ft

Worst Detroit Engine: All old two-stroke Series 50, V or V, technology. Good stuff but technology has surpassed these old engines. The old two stroke technology is easy to work on but boy that stuff is past its prime.

Well there you have it: the best diesel engines of all time… followed by the subsequent worst diesel engines. No matter what diesel engine you’ve got in your big rig or skid loader it’s probably not too shabby. You can’t go wrong with a diesel. Let the discussion begin!

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Custom Cummins Big Cam Engine Recipes

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BIG CAM CUMMINS – PITTSBURGH POWER
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Bore in
Engine Type Four Stroke, Six Cylinder, Inline
Displacement ci ( L)
Stroke in
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CUMMINS CAMSHAFT | | BIG CAM | NT | NH | NH

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ENGINES & MORE | MAGAZINE

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 &#; The reason why the Cummins big cam is the best engine is because it's a modern four stroke diesel that will do what any other Modern Diesel does these days except it does it without a computer and all the expensive worthless non needed BS. It does it without EVER going to the dealer, with inexpensive rebuild kits, and inexpensive injectors. Very very reliable, …
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CUSTOM CUMMINS BIG CAM ENGINE COUPON

Big Cam Cummins – Pittsburgh Power. 70% off Offer Details: In the late 's and 80's, the Cummins Big Cam was the king of the road when it came to semi-truck diesel engines.It was and still is an engineering masterpiece. At the time of its inception it was not only the most powerful engine available, but the most fuel efficient, the most reliable, and the first engine to …
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CUMMINS BIG CAM | EBAY

Cummins NTC Big Cam Diesel Engine. HP. All Complete. Pre-Owned. C $11, Top Rated Seller Top Rated Seller. Buy It Now. Shipping not specified. from United States . 8 S I 6 F p H X o 9 n s o F I U r e 3 d. Cummins Big Cam II Diesel Engine, HP,Approx K Miles . All Complete. Pre-Owned. C $6, Top Rated Seller Top Rated Seller. Buy It …
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BIG CAMS & MORE! | MAGAZINE

 &#; BIG CAM CUMMINS ENGINES. Many of you know that we at Pittsburgh Power have been working on improvements for the Big Cam Cummins engine for 40 years. We have designed parts, systems, timing codes, horsepower settings, piston coatings, and the list continues. In fact, one day while sitting at my desk, I counted 42 items we brought to market for the Big Cam…
From tenfourmagazine.com
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Sours: https://www.tfrecipes.com/custom-cummins-big-cam-engine/

Big Cams &#; More!

JunePZpicBIG CAM CUMMINS ENGINES. Many of you know that we at Pittsburgh Power have been working on improvements for the Big Cam Cummins engine for 40 years. We have designed parts, systems, timing codes, horsepower settings, piston coatings, and the list continues. In fact, one day while sitting at my desk, I counted 42 items we brought to market for the Big Cam, then I stopped counting. If you never had the pleasure of driving a truck equipped with one of our performance Big Cam Cummins NTC engines, you have been missing out.

Several of our clients pull heavy equipment and one of them told me he would judge how much torque he was using by how far the hood would separate from the cowling of his A-model Kenworth! Another owner operator once told us a story about traveling west on I in Pennsylvania with a heavy, wide, escort load. Driving a rig equipped with one of our high performance NTC twin-turbo engines producing about hp, he was on Snowshoe Mountain and pulled away from his rear escort. When he called her on the CB radio asking why she wasn’t behind him her answer was, “I can’t keep up – I have the Coupe De Ville Caddy to the floor!” One last story about high-performance Big Cams comes from my good friend Dwain Pyeatt, who said that with his high performance Big Cam he was able to run from New Jersey to California and never drop more than half a gear with a speed in a Pete at 80, pounds.

Now, why are we talking about an antique engine, you may ask? Because many people are re-doing older trucks – some as toy trucks, but many are running them every day doing local work. Some are still running over-the-road, too, along with the B and C mechanical Caterpillar engines. That’s another great engine, and one that will also produce great power when properly set up and driven correctly! Cranked-up mechanical engines will render long engine life when properly driven, but they must be DRIVEN (not just ran on cruise control). For those who may be too young to remember the s and s, a company called King made cruise control pedals for trucks with mechanical engines back then.

If you’re ever going to rebuild one of these great engines, you will have plenty of horsepower and torque available, and will truly enjoy driving with one of these classics under the hood. Pittsburgh Power stocks just about every Big Cam Cummins part needed to build a great engine. We stock more of these parts than anyone in North America. In fact, we still build the fuel pumps and injectors in our fuel injection shop. Pat Sharp, our pump and injector rebuilder, has been with us for 34 years, building these components, along with turbochargers. Yes, we still rebuild those older turbos! Speaking of experience, we have years of Big Cam Cummins experience between Pete, Pat, Shawn, Brian and myself!

QUALCOMM UNITS. Many companies require trucks leased onto them to be equipped with a Qualcomm. However, as the trucks age, wiring issues become a problem and the Qualcomm will stop communicating with the ECM on the engine. We have been doing a lot of work in our electrical engineering department diagnosing these problems. Many times, the problem is in the data port, the wires leading to the data port, or in the ECM itself. If you are installing a Qualcomm in your truck and are having issues, just bring the truck to our shop and we’ll make it work for you. Sometimes the ECM is at fault and the only option is to replace it, but this has only happened once, so it is not a very common thing.

DYNO TESTING. Many shops will run a truck on a dyno, give you a horsepower and torque reading, and then tell you that your truck is okay. However, as you drive it, you KNOW it’s sluggish and feels like it’s low on power and response. Our engineering team has developed ways to test response, acceleration, horsepower and torque, along with the sensors, to make sure the ECM is getting the correct signals. This can be a major problem, because a sensor may be working, but the signal going to the ECM is incorrect. Sensors can fail in their operating range and the ECM doesn’t recognize it because it is still getting a signal, however it’s the WRONG signal. We find this problem often with turbo boost sensors. The sensor is telling the ECM that the turbo is producing only 25 pounds of boost, but at wide open throttle, it should be 30 psi of boost. So, now the horsepower engine will only develop horsepower, because the ECM thinks that is all the boost available. As an owner operator, you should know how many pounds of turbo boost your engine should be developing at lower altitudes.

There are many other sensors on the engine that can also produce faulty signals. However, the dyno operator must be able to recognize this problem. In general, a diesel engine of 12 to 15 liters will produce 28 psi of boost at hp, 30 psi at hp, and to hp at 32 psi of boost. The liter Caterpillar engine produces more horsepower per pound of boost because it has the longest stroke. A longer stroke makes torque and horsepower available at lower RPMs, and requires lower turbo boost. These numbers are for NON variable-geometry turbochargers. I have yet to compile a list of the turbo boost readings for the VG-turbo engines starting in and newer, but I will put it on my “to do” list!

THROTTLE RESPONSE. The Full Tilt exhaust manifold helps with throttle response because of the elimination of turbulence and the fact that it flows 20% more exhaust. Another advantage of this manifold is a reduction of exhaust gas temperature by degrees. With the added exhaust flow, the turbo makes boost quicker and the turbo boost sensor records this and sends the signal to the ECM, allowing the fuel to be delivered sooner by the injectors to the pistons for throttle response. The Full Tilt intake manifold for the ISX Cummins also helps to deliver more boost sooner to the pistons and distributes the compressed air much more evenly to the air-starved cylinders, which are #1, #2 and #6. If you pay attention to ISXs that have failed, it’s usually one (or more) of those three cylinders. You can fix that problem for $1, and gain up to half-a-mile per-gallon in fuel savings. Call us today to get yours!

As always, if you have any comments or questions, I can be reached at Pittsburgh Power in Saxonburg, PA at () To learn more about all our high-performance products and services that will also make your truck more efficient, visit www.pittsburghpower.com.

About Bruce C. Mallinson

Bruce Mallinson has been a pioneer in the high performance diesel industry for over 30 years. Bruce is also the owner and founder of Pittsburgh Power Incorporated, a company based in Saxonburg, PA that specializes in high performance diesel engines and parts. Bruce has been writing informative articles for Magazine’s “gear head” readers since February of

Sours: https://www.tenfourmagazine.com//06/performance-zone/big-cams-more/

Cam cummins performance big

Quote:

Originally Posted by SmokinCATView Post

Honestly I won't be helping on this one, anyone that has bought into the PP mind set is hard to help because some of what works doesn't jive with what they have read from Bruce.

Prime example, thinking that you can gain 50hp on a big cam without touching the pump.


I think that if you actually read my post, I do a lot of saying, "is this correct?"
There is nowhere in there where I say, "hey guys, let me tell you the way that it is, I know all about this". Quite the contrary.

So I absolutely have no understanding of what your problem is. These forums are supposed to be about an exchange of information.

My attempt here was to gain a better fundamental understanding of turning up an engine. What is right, what is wrong, and the theory that this is based upon to make an informed decision. Just because you CAN do something does not mean that you should.

As far as pp, yes, I have read their articles. I have also read everything that I can find on the subject. There is a lot of conflicting information, which I believe that I said in my original post, so I came here seeking answers.

And I have to say to you, Mr smokin , I was very much looking forward to your response. I have read your posts on other forums, and I did have a healthy respect for what you have to say.

But after your reply, I feel quite differently. I came here asking, "is this correct?", and your response is to tell me that you are not going to help me because???? I am misinformed? Because I said something that you don't agree with? Because I received information from someone else before I asked you? Because you are Bruce's jilted lover??? I don't know, but your attitude problem makes zero sense to me.

These do not seem like reasons to not help someone. Furthermore, I have asked numerous direct questions in my post that could simply have been answered. I can only ascertain that you do not have the knowledge to answer those questions. So my real misinformation was thinking that you were the person to go to for help. Obviously not.

It's no wonder pp is so popular. If everyone asked a jerk like you for advice, I am sure that the masses would flock to Bruce.

Thank you to the guys that gave me good, helpful information.


Last edited by fld; at PM.

Sours: http://www.competitiondiesel.com/forums/showthread.php?t=
855 Big Cam IV Adding Horsepower

The smell, the smell is delicious, no, it's not the smell of a young girl, it's the smell of a mature woman, chamomile, vanillin. and the smell of a mature woman. I got up. My lips kissed her neck, my hands caressed her hips and chest, her breathing was tremulous and her body began to convulsively respond with the movement of my hands.

The nipples tensed.

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So - because of one fifa in his father's T-shirt, my son no longer wants to talk to me. I sat there for a long time, then. Got up, took out a pot of soup from the refrigerator and put it on the stove.



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