I imagine it saved time and money to not design a casting location in the head for the glow plugs as well, in reference to the cummins.

 

Yeah I'd say so. Also there's not a lot of room on top of the head.

 

I thought compression ratios went the other way around?

The IDI 7.3/6.9 all had compression ratios in the 20:1-21:1 range, 7.3 PSD is in the 17:1 range, and the newest 6.7 is 16:1. As far as I understood, the lower compression ratio's were needed so that the heads don't blow off under turbo pressure.

But I could be wrong. It's been known to happen

--
Anyway, great work man! We're all looking forward to the first fire


-Jameson

 

Older I mean pre say 1970's.

Thanks. I'm nervous as hell about it.

 

You shouldn't be nervous, You did a great job putting that thing together with an outrageous attention to detail, I have ZERO doubts it will be just fine.

 

unbelievable!! cant wait for the running video!

 

"It's all about heating the intake air and compression ratio. Older diesels were down in the 14:1 area, my cummins 6bt is in the neighborhood of 17:1 same for newer powerstrokes. As a result those older diesels had to have those glow plugs to fire off when cold at a warmer air temp. Newer diesels can cold start down into freezing temps. The glow plugs and grid heaters really do the same job and the computers force them to operate even if they are not really needed. As far as one having them and the other not, probably just a design choice. With the cummins that's 6 less glow plugs to fail, less wiring & less maintenance. " Gosh makes you appreciate those cummins,cold starts and all.I had a ranger 86 little diesel,rode for 15years (dd),my only experience with diesels,,,rough on starters

 

Ok folks. First off thanks for all the encouragement. Second I now have juice, I picked up two autozone AGM batteries for Betty.




Only one complaint though. These new batteries are sure smaller then they used to be. They are the propper group 34 batteries and there is an inch to spare on two sides in the battery tray.


My nice heavy 30' coil of 2/0 battery cable.




Temco hydraulic battery cable crimper.




Military cable terminals and covers.




Works like a charm.




A little adhiesve lined heat shrink, and one end done.




Alternator to fuse.




Starter to battery, ground, and bridging cable to the passenger battery. The small 16ga wire is to join the two batteries. So I only have to run one battery tender.






And the passenger side.




Now I'll just need to wrap the cables in split loom and clamp everything down.

After I was all done I got in the cab, pushed the clutch in and bumped the key. Starter turned over like a champ.

Next up is some pre flight checks, like priming the turbo and injection pump. I also need to prime the oil galleys so I get oil pressure fast. Other then that, all I need is time to start her and break in the cam.

 

Nice work. Where'd you find the .mil spec terminals?

 

Thanks. I got them from prime 4x4.

Battery Terminals, Chargers & Accessories

 

i can appreciate you continuing at a moderate pace to the end, instead of rushing to hit the key for the first time.

 

That's all looking fantastic. Your work is definitely top notch.
On the batteries, weren't the originals group 24F for the standard battery and group 27F for the heavy duty?
Ford used the same tray for either. The 27F is longer but fits in the same tray as the standard 24F.

 

Thanks.

The parts look up came up with 34r. But you know how that is. Things change over the years. Very well could've been 24 originally. Either way the ones I have will work for sure and put out a hell of a lot of juice. I'm pretty sure 1500 cold cranking amps will be enough.

 

Careful, the truck might want to spin around the starter.

 

The system at my work shows 24F only. I've found a group 65 fits pretty well. Might be a smidgen big, but I'm still able to use my factory hold downs. Those are usually in the 800-850 range.

Great work on the cables! Very neat and tidy.


-Jameson