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For what it's worth, I will be running a single thermostat setup on my 6.5 :)

I'm in. :D

LMFAO! I'm am going to show this to my dad, since he loves Fords.

What vehicle is that in? That's funny :D

I'm going to be pulling my 6.5 in the Unlimited class to see what it can do :eek: :D

I was trying to figure out how you came off as being "heavy" myself...

Well, I thought I had a solid grasp on this whole concept, but now this thread is making me wonder if we are both talking about the same thing and are just not good at explaining it :cheers2: I am going to call my crankshaft/connecting rod builder later this week and make sure I get it right...

That's because it doesn't affect static compression ratio. The only thing rod length is changing is the distance between the crankshaft journal and the piston pin. It does not change the total swept volume. All it does is move the pistons location in the bore. Take 1/2" off the connecting rod...

James, It's very hard to figure exactly, as topping the pistons will change the volume of the "Comet Riccardo" dish in the piston. If you were to use .010" thicker head gaskets, it would drop you to 20.39:1 static compression ratio, and a dynamic compression ratio of 19.4:1. If you use...

Go to this site for example (that is Keith Black's Silvolite website, they do not make competing products with any vendor here that I am aware of) or any other compression ratio calculator will tell you that connecting rod length will not affect static compression ratio (which is how engines are...

Changing the connecting rod length will not affect your compression ratio. Factory pistons are hard anodized (I believe only for turbo engines) Zollner pistons are still made for the 6.5, but I have heard bad things about them, not just in 6.5 applications) You can cut down the stock type...

I really like the way you routed your intercooler piping. I was just wondering, what made the printed RPM numbers wrong?

I have my cc numbers for all that stuff right beside me in my stack of papers, but I am going to take a shower and going to bed now, haha. I was struggling to explain it myself, just took a few tries to get the words narrowed down :D

I think I read that right SmithvilleD :) Basically, the only way to change compression ratio is to change; Deck height Compression height Chamber volume (cylinder heads, piston dish/dome, gasket, precups)

While the piston will be .01" further down in the cylinder at TDC, it will also be .01" further down the cylinder at BDC. The connecting rods only change the distance from the crankshaft's connecting rod journal to the piston pin.

I'm sure you are aware that changing connecting rod length has no affect on compression ratio. As for dyno, I mean take a stock 22:1 compression ratio engine and dyno, then lower compression and dyno, then adjust boost and dyno again. To see if there is any power gain from it. I just...

randomid25, to answer your question it is a diesel injection pump :secret:

SmithvilleD, what I was meaning to say was I haven't seen any numbers, like say from a dyno, you know... that thing that every 6.5er seems to be afraid of :confused: I can see how lowering the compression ratio reduces peak cylinder pressures, but when you pack in more air to make up for it...

That's a very open-ended question. As far as I know, as much as your internals can handle. I have yet to see ANY solid gains that people have gotten from an 18:1 engine. I will be keeping my compression ratio as high as I can until I find a reason to do otherwise.

Do they only turn 4500 RPM?