A good client of mine is in need of a truck to tow his Skid Steer from job to job.....As he's nearing retirement, Doesn't want to run out & buy a new truck & we all know what used trucks are going for.
His main tow rig is a 2005 F250 4x4 with a 6.0L PSD/5R110, Has 468,xxx miles & needed a TON of work before the 5R110 sh*t the bed, It's been a GREAT truck & the only major work it's ever had is Head Gaskets, ARP studs, & The EGR & EGR Cooler deleted. But would need Injectors, Glow plugs, & the FICM is on it's last leg......The interior is shot & the body is beat-up. He's been getting by with his "Back-up" truck which is a 1997 GMC 2wd C2500 7.4L/4L80E with 250,xxx miles that's just as raggedy as the Ford.
Found him a 2006 Chevy 4x4 2500HD with a 8.1L/Allison 1000 that is VERY clean & only 79,xxx miles, The problem is that the 8.1L has a connecting rod hanging out of the block & it's a Regular/Standard Cab......Probably why it wasn't worth it for the previous owner to put a engine in it.
**Not a fan of the L18 8.1L as they drink oil & have lower end problems along with Crank & Cam Sensor issues.
We decided to build a Stroked 6.0L, Stroke is now 4.00" compared to the stock 3.62", The bores just needed to be Torque Plate Honed from 4.002" to 4.005". This will end up at 6.6L or 403 ci.
*Crank is a Texas Speed & Performance (TSP) Forged Steel
*Durabond Cam Bearings & Clevite Rod & Mains.
*Rods are TSP Forged H-Beam, Bushed/Floating small end with ARP 2000 bolts.
*Pistons are Carrillo Forged with Mahle "File to Fit" rings. Compression will be @ 10:1 at +.003" piston height.
*Heads are stock "317" castings with a 5 angle valve job, Surfaced, New Valve Guides & seals, And Dual PAC valve springs.
*Custom Cam Motion grind with valve lifts in the .590" range & Duration in the 228°/230° range at .050", Intake centerline is 113° & Lobe Separation is 116°
*New OE Cam & Crank gears with a Iwis Timing Chain.
*OE LS6 Oil Pump.
*GM Performance "Bowtie" Lifters & new OE lifter guide trays.
*OE LS2 head gaskets
*OE head bolts
*New OE Damper
*Gen IV 5.3L intake with Delco/Bosch EV6 42 Ib/hr Injectors & a Gen IV 87mm Throttle Body, Might run a 90mm LS3 Throttle Body.
*Have some low mileage 6.2L truck exhaust manifolds that I'm donating to the build, Will be held down with ARP bolts & sealed with OE gaskets.
*True duals out the back with a pair Flowmaster 70 series mufflers.
I believe this will be the first Gen III small block/Allison 1000 build ever attempted?? I will have to build a hybrid harness using the 8.1L harness & a 6.0L harness.
Put in 12 hours today getting the rotating assembly together.........
His main tow rig is a 2005 F250 4x4 with a 6.0L PSD/5R110, Has 468,xxx miles & needed a TON of work before the 5R110 sh*t the bed, It's been a GREAT truck & the only major work it's ever had is Head Gaskets, ARP studs, & The EGR & EGR Cooler deleted. But would need Injectors, Glow plugs, & the FICM is on it's last leg......The interior is shot & the body is beat-up. He's been getting by with his "Back-up" truck which is a 1997 GMC 2wd C2500 7.4L/4L80E with 250,xxx miles that's just as raggedy as the Ford.
Found him a 2006 Chevy 4x4 2500HD with a 8.1L/Allison 1000 that is VERY clean & only 79,xxx miles, The problem is that the 8.1L has a connecting rod hanging out of the block & it's a Regular/Standard Cab......Probably why it wasn't worth it for the previous owner to put a engine in it.
**Not a fan of the L18 8.1L as they drink oil & have lower end problems along with Crank & Cam Sensor issues.
We decided to build a Stroked 6.0L, Stroke is now 4.00" compared to the stock 3.62", The bores just needed to be Torque Plate Honed from 4.002" to 4.005". This will end up at 6.6L or 403 ci.
*Crank is a Texas Speed & Performance (TSP) Forged Steel
*Durabond Cam Bearings & Clevite Rod & Mains.
*Rods are TSP Forged H-Beam, Bushed/Floating small end with ARP 2000 bolts.
*Pistons are Carrillo Forged with Mahle "File to Fit" rings. Compression will be @ 10:1 at +.003" piston height.
*Heads are stock "317" castings with a 5 angle valve job, Surfaced, New Valve Guides & seals, And Dual PAC valve springs.
*Custom Cam Motion grind with valve lifts in the .590" range & Duration in the 228°/230° range at .050", Intake centerline is 113° & Lobe Separation is 116°
*New OE Cam & Crank gears with a Iwis Timing Chain.
*OE LS6 Oil Pump.
*GM Performance "Bowtie" Lifters & new OE lifter guide trays.
*OE LS2 head gaskets
*OE head bolts
*New OE Damper
*Gen IV 5.3L intake with Delco/Bosch EV6 42 Ib/hr Injectors & a Gen IV 87mm Throttle Body, Might run a 90mm LS3 Throttle Body.
*Have some low mileage 6.2L truck exhaust manifolds that I'm donating to the build, Will be held down with ARP bolts & sealed with OE gaskets.
*True duals out the back with a pair Flowmaster 70 series mufflers.
I believe this will be the first Gen III small block/Allison 1000 build ever attempted?? I will have to build a hybrid harness using the 8.1L harness & a 6.0L harness.
Put in 12 hours today getting the rotating assembly together.........