Will a 466 or 530 even fit??

 

According to my recent calculations, It should fit under the hood, with a small body lift, but the rad is going in the box.

Basically, better said, the only thing that goes under the hood is the engine.

Theres still room for brakes, washer fluid, etc, but not a giant fan and intercooler/rad.

Shoudnt be a big engineering project, but you wont have an empty box anymore.

I think I found an adaptor to use the stock tranny too! It's a 5:3 gear box that will go between the engine and tranny, to turn those <1000 rpm 466 grunts into usable power, and keep the tranny in one peice.

I found this gear box in my junk pile, dont even know what its from. It is pretty friggin bulky. (500lbs ?)

But yeah, a 466 COULD go in a 1/2 ton, sans the rad/intercooler.

 

I like that Idea

 

Yeah, i should probably clarify, when i said "fit in a 1/2 ton", i meant engine bay wise, not suspension,etc.

the 466 is kinda more like the cummins, only bigger, and heavier. Good news is, 1000hp has been attained very conservatively, although not by me.

 

someone should start a website like fordcummins.com, but for 466's.

If i ever dropped the 7.3 for an upgrade, it wouldnt be a 5.9liter.

"466ford.com"
"SuperdutyDT.com"

Something like that anyhow. It would be awesome. all the instructions and adaptors to install a 466 7.6 I6 in you're ford superduty!

Mabye i should do that, and quit my job!!!

 

I've seen an OBS with a 466 in it. You still run into the same issues that I don't like about the 7.3. HEUI system, limited RPM, old school technology, etc... Plus can you imagine how expensive it would be for the go-fast parts, since most would be custom? For all the complications of trying to get a 466 in there, not for me.

The common rail is the way to go...not just a Cummins either. Look at any common rail out there. It's the best of both worlds. Easy on the power for DD and towing, but max it out for racing or pulling, with the flick of a switch. Yes, we've got tuners here too, but the 7.3 is not as capable as a common rail.

Since the 6.4 'stroke is too new to swap in, and although I'm not too brand loyal, I won't run a D-max, if I choose to run a CR that pretty much leaves the 5.9.

 

Well, a common high pressure fuel rail (vs oil rail) certainly has advantages for making HP upgrades easier, but I've seen a few of the new common fuel rail CAT C7's, and what a plumbing nightmare compared to my HEUI version!

I think the improved air flow in a turbocharged in-line cylinder configuration is a big advantage over a V configuration! There's plenty of room to bolt the turbo directly to the exhaust manifold, and this definitely improves its efficiency compared to the up-pipe's which allow the exhaust to expand and cool some before reaching the turbine. Also on the intake side, boost air (or Boosht if this is read during happy hour) is fed directly into the intake manifold.

After I hooked up my expensive box that reads all the data on the J1587 datalink, I was amazed to see how fast the MAP responded to the throttle on my CAT compared to the my PSD.

 

Theres gotta be some secrets about the 466's that are left unsaid, cause guys at pulls and stuff use them big time, and they get 2000 hp from them!

There not all HEUI are they? I've seen guys rev them to 4000rpm, although thats not too fast, but 2000hp is 2000hp. I honestly didnt think they were HEUI, I thought they had a high pressure fuel pump, and injectors similar to the 5.9 setup.

How/ why do guys juice them up then? There must be a cheap secret to modify them.

 

Oh God !!! Oh man, I am physically ill reading this . Jeremy I feel for you.

 

The thing with the old mechanical 12v cummins, and the mechanical 466's (ones that get that power) is that they are ALWAYS at that power level. driving in traffic, in front of a cop (smoke huh?), towing, very cold startups, anytime, it's always at that power level. Like Jeremy says, it's makes alot of HP, but ALL THE TIME, which isn't daily drivable, like 95% of us here, and in this case, JT needs this to be drivable.

 

Thanks Kris. Spot on again with why the CR 5.9 appeals to me. I can have a 750 HP drag strip beast and a 300 tow rig all in the same engine, with the simple push of some buttons.

 

Good to have you back around Gene. I see you have not lost your sense of humor. Missed ya at Smokin'. Had to get my own beer.

Jeremy, I'll try to call you tomorrow. First day back to work.

 

No thanks are necessary Jeremy. We are all to far to help with your rebuild physically, but we can be here for moral support!!

 

Yes, they are extremly "responsive" at low RPM's. Thats nothing that makes it less drivable, just needs getting used to. A major advantage of the 466 is simply the cost involved- consider this:

You can buy a used school bus, with 466dt <100,000 miles for 1500$. Includes tranny, engine accessories, everything.

For cheap, (if youre mechanically inclined) you can get a cheap body lift (if necessary), radiators and intercooler in the box, and with the body lift, I think the 466 will fit with a giant tranny. If that cross member is in the way like i think it may be, a transmission spacer should be cheap to weld up.

Of course, you'd have minor "adjustments" here and there to make it fit, but even the cummins 5.9 isnt a drop in job.

Then, you would have a 466 superduty, which you could probably get 500,000 out of easily, even chipped out. The more stories I read about these engines, the more I cant wait to do some heavy modding to one.

 

I doubt that you are going to find a used school bus with just 100,000 miles for 1,500 bucks.