5.9 crankshaft question - Page 2 - Diesel Truck Forum - TheDieselGarage.com
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post #11 of 19 (permalink) Old 08-24-2014, 04:06 PM Thread Starter
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Yep, different but still comparable. Your plan seems to be inline with your goals, you know they say you'll go deaf listening to that rock n roll music too loud

I have my mind set on my crankshaft now. I know how I will be reducing reciprocating weight and crankpin weight and control my rings better now. My bore will be slightly larger but I will keep the factory stroke length.

I am interested in your piston crown change you speak of, you should post a thread up and if you can before and after pics of your changes. Combustion has always intrigued me to make changes in that department whether it could be good or worthless result.

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post #12 of 19 (permalink) Old 08-24-2014, 04:20 PM Thread Starter
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If we calculate the old 4.02 bore 4.72 stroke
4.02 x 4.02 x 4.72 x .7854 x # of cylinders = 359.448 cubic inches
The new bore diameter which is 0.040 larger
4.06 x 4.06 x 4.72 x .7854 x # of cylinders = 366.636 cubic inches

I have been told by a parts manufacturer I had spoken to the other day many pullers have been making 6000 rpm with stock rods and pistons and most likely stock crankshaft too (unsure?) so what I am doing I should be fine with my weight reductions and strength increases by changing designs in this realm for my crankshaft rod journal up to my piston crown.

One thing since you don't mind taking your time is have your counterweights shaped to shed oil and reduce windage and take all other stress risers out as well.

Jim "Iron Giant" Fahlin ~ A high performance car is like a guitar, you have to tune it to achieve your best operation and pull ahead of the competition.

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post #13 of 19 (permalink) Old 08-24-2014, 05:43 PM Thread Starter
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You know, I missed one thing here, the bearing design & bearing material that I plan to use! At least I have just been laying the groundwork out thus far.

Jim "Iron Giant" Fahlin ~ A high performance car is like a guitar, you have to tune it to achieve your best operation and pull ahead of the competition.

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post #14 of 19 (permalink) Old 08-26-2014, 03:14 AM
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Lets see back in the stone age we use crank scrapers to help shed oil on motorcycle engines, we needed a crank with the correct shape and very close tolerances.

On the reciprocating mass issue, there is just so much you can do with stock rods, they will stand 1200 to 1500 hp but the only way to significantly reduce that will be a alloy Ti or Al rods and aftermarket pistons. They will not last long, Ross told me their pistons in a daily driver might last 40,000 miles, but they make enough performance pistons for sled draggers that they will get the bowls right and keep that weight down some.

You are correct for performance a 5.9 will keep the head gasket in place better than a 6.7. And a stroker motor will not perform much better. As you well know more air flow will always out perform displacement. Torque will get you out of the hole but Horsepower gets you down the track.
Or that is just my 2cents.

My pistons will just be opened up to go from the stock 16.3 to 1 to 15 to 1 and add a coating should be on the simple side. I have a machine shop I like but the owner and my brother do not like each other, so it is difficult for me to get things done, not impossible but close. I usually grow a beard and don't cut my hair for 6 month or more before going in the machine shop, but that a-hole can get things perfect, and that personality may be what it takes to be that good. Next week I want a hair cut so I may need to go by the machine shop first. Do you have any suggestions as to P-pump conversions or stand alone ECM?
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post #15 of 19 (permalink) Old 08-27-2014, 10:53 PM Thread Starter
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Thats a bummer on the machine shop deal.

Think about the variables between a P-pump and ECM.
1) You have a fixed setting with variable possibilities through a flyweight governing mechanism (centrifugal).
2) Electronic, programmable injection points along with quantity carried by a brain that will signal when injectors will fire. (taylored by dyno runs for more precise settings)

Its more of a preference Lee, I think. Old School versus new school.

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post #16 of 19 (permalink) Old 08-28-2014, 11:29 PM
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True, but the ECM can offer multiple injections per combustion event reducing smoke and give a slight improvement on low end torque + spool the turbo sooner.

The P-pump can run less expensive injectors.

I will just need to check the bank account before making a decision.
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post #17 of 19 (permalink) Old 09-13-2014, 11:35 PM Thread Starter
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I have made the decision I plan to hope to use a common rail system on my 5.9 12v so I can tune it better and not have a fixed setting. Take full advantage of the torque curve

So If I remember right, seeing info from Agkits said the 5.9 crank is 128lbs, would you agree Lee?

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post #18 of 19 (permalink) Old 10-29-2014, 10:19 PM
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That sounds about right, the scales in the shop only go up to 70 lbs. and we use them for postage.
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post #19 of 19 (permalink) Old 03-29-2015, 01:20 PM Thread Starter
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I wonder how much weight will be dropped when I go from 2.7160" to a 2.4764" diameter. Totaling 0.2396" reduction in diameter, the weight will not be much, but it is always nice to tally up for engine weight comparing it to stock specs in addition to the benefit of reduced bearing speeds. Lee, do you or anyone else for that matter happen to know factory bearing materials on the Cummins 5.9? I have not looked yet if it is Aluminum or Babbitt.

Jim "Iron Giant" Fahlin ~ A high performance car is like a guitar, you have to tune it to achieve your best operation and pull ahead of the competition.

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