Outer Limits 4x4 Board

Northside 4x4 wrote:The head and cam setup alone would blow out to well over $10K.

I would add another 0 to that. $10k *might* get you the first prototype head cast.

KiwiBacon wrote:

Northside 4x4 wrote:The head and cam setup alone would blow out to well over $10K.

I would add another 0 to that. $10k *might* get you the first prototype head cast.

Oh for a mass production type of setup definitely. I was thinking only billet cnc one off.

Taking a 1HD-FTE head as a design would get you along way there and probably where I would start. If you could get a 1HD-FTE head into solidworks and start modifying it from there it would save alot of R&D time.

Northside 4x4 wrote:Taking a 1HD-FTE head as a design would get you along way there and probably where I would start. If you could get a 1HD-FTE head into solidworks and start modifying it from there it would save alot of R&D time.

If I was going to quote for that part of the job, it alone would eat $10k and still be hungry. You need to buy and section both 1HD-FTE and TD42 heads. Probably a ZD30 head too (TD42 and ZD30 bores match, wonder if coolant & oil passages match). Then measure up everything and model it all. I reckon there's over 100 hours there already. The aussie Mech Engineers I've dealt with were working in mining so chargeouts were a little higher than normal, but $200 per hour was the starting point.

Then you've got to make it all fit. Coolant and oil passages lining up with block ports can eat a lot of time (solidworks sucks with surfacing and gets really slow). Of course you might just get lucky and find something like the ZD30 needs minimal work to fit and just cast a 6 pot version. It's all conjecture at this point.

I'm just going to talk about it on the internet. I've got way too many things to do already.

Northside 4x4 wrote:

KiwiBacon wrote:

Northside 4x4 wrote:The head and cam setup alone would blow out to well over $10K.

I would add another 0 to that. $10k *might* get you the first prototype head cast.

Oh for a mass production type of setup definitely. I was thinking only billet cnc one off.

Taking a 1HD-FTE head as a design would get you along way there and probably where I would start. If you could get a 1HD-FTE head into solidworks and start modifying it from there it would save alot of R&D time.

About $50k all up for a 4 combustion chamber head pattern....... so with one pattern you could make v8 heads as long as they were identical, though you could/can machine some differences into them if required... the $50k included the cast iron shell core pattern for the water jackets... this was for alloy head.... I think a 6 cyl head would proove more challenging because of its length and how they are more susceptible to warping/cracking...

Yes, to Northside abt copying at least some of what's available... there are companies who can digitize from an existing item... so you could copy some of whats available... and they also do a lot of billet stuff for light aircraft motors.... barrels/pistons/blocks and numerous other small parts... so it is quite possible to do.... but the proof of the pudding would be in if it worked successfully on an engine... get a 5 axis mill and get to it...

Ok so my guestimate of the head was a bit short

a) we have the design of the bottom of the head already with the top deck of the 4.2 block.

From there it is going to have to splay out in a y shape to accomodate runners etc.. and give us enough room on the top for a cam to sit at one side.

If I knew how to operate solidworks to that level, I would sure have a go at making it.

Oh well here's to dreaming

Thought as much, unless you just happened across a good donor engine for the fuel system, then there still ten K for head etc.
Could you reprogram a duramax computer to run a six cylinder?

Duramax fuel systems are relativly cheap on Ebay.

As I thought the problem has occured and I had to take it to the dealer to do a controled burn off of the DPF filter with the special tool attached ( tough book laptop). Aparently the DPF was at 235% soot level!! It took 2 controled burns to get it down to 3%.

I have since ensured this problem will not happen again, and the car goes much better now. Aparently the DPF is not covered by warranty so if it glazes over and become unrepairable you are up for $5000 to replace it.

I prefer the high flow DPF option.

Don't know alot about DPF units, my experience in on trucks only as meeting euro5 has mean engine manufacturers have gone to either adblue (liquid urea) set ups or BIG DPF units. On my new truck KW K200 with a cummins signature it's a large DPF as a single stage behind the cab. My understanding of thr truck set ups is they are also a furnace, ie diesel can be pumped in and burnt but may be wrong. Either way there is auto (burn) cycle and also a switch for the driver to force start a cycle when prompted.

I got my truck 9 weeks ago, in that time I've clocked 52k kms and have yet to have it regen/burn I have towed mostly triple and quad road trains. Another guy got a western star 2 weeks later and had mostly been running light singles, bdoubles and when I spoke to hike bout 2 weeks ago at Mt ISA had brought a very light double train from nsw. The star has a far larger radiator and with the lower weights and larger cooling capacity the truck had been running a short burn cycle almost every day.

As far as KW say if your pulling big weight consistently then you should never need to run a burn, so much so that Shaws are getting 909s with no burn switch at all. The main problem facing truck operators in the blokes like us running regional is not the standard sesame street highway runs is flood water as the boneted trucks run the DPF next to fuel tanks and part submersion will result in ceramics cracking and they are $20k to replace

As far as I can tell decent zaust temp regularly will keep thr DPF in a good state but with oilers becoming more popular with city folk with city driving habits that their will be many unhappy customers as I'm sure many will never get zuast temps in the right range for anywhere near enough time to keep the DPF serviceable

I took the car to get serviced at Subaru on monday and they are none the wiser, I was talking too the mechanic and he couldn't tell that I had fixed it permananlty. He seemed like a good bloke so I told him what I had done and he said thats probly the best thing for it.