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Ford/ New Holland 6.6L

When i was in brazil i saw tons of these. All of them had cobbled stacks running up the back of the bus. Must be brazillian pollution laws.

For u bolts i always get the custom made at a local shop, much easier than trying to hunt them down.
 
:haha: yeah. Pop open. Or should I say, "tilt back" the hood as I have planned, :D:D:D and there's a big "FORD" engine staring you in the face.

I though I had heard "something" about it. The easiest thing will be just calling up AA and seeing if they have ever made something like that. Or if they would be able to machine it for me. I'm leaning towards using the Clark as its simple and too the point. Plus I love manuals. No adapters, no messing around. And the adapter alone would probably end up running me around the same cost as the transmission alone since AA isn't exactly on the price friendly side of things.

Never the less, I'll call them anyway. Worst comes to worst they don't have it. At that point, I'll just use the Clark and either a Divorced NP205 or a T-case from a deuce-and-a-half to power the solid axle.


I'm also planning on running continuous water mist to avoid trying to shoehorn the after-cooler in there too. The benefit there will be I can tune the water mist for a performance side: where cooler air will provide more power. And economy; where a hotter engine will run more efficiently. And without an after-cooler, there won't be a large area to fill with pressure. That should equal almost no turbo lag and allow the larger of the turbo's to light almost instantly.

Again all of these are mere theories. Nothing written in stone yet. The fun stuff comes after the swap itself and I start learning limitations of parts.
 
BigBlueChevy said:
:haha: yeah. Pop open. Or should I say, "tilt back" the hood as I have planned, :D:D:D and there's a big "FORD" engine staring you in the face.

FORD its what ya gotta do to make a GM run. lol

I though I had heard "something" about it. The easiest thing will be just calling up AA and seeing if they have ever made something like that. Or if they would be able to machine it for me. I'm leaning towards using the Clark as its simple and too the point. Plus I love manuals. No adapters, no messing around. And the adapter alone would probably end up running me around the same cost as the transmission alone since AA isn't exactly on the price friendly side of things.

Never the less, I'll call them anyway. Worst comes to worst they don't have it. At that point, I'll just use the Clark and either a Divorced NP205 or a T-case from a deuce-and-a-half to power the solid axle.

Hehe..

I'm also planning on running continuous water mist to avoid trying to shoehorn the after-cooler in there too. The benefit there will be I can tune the water mist for a performance side: where cooler air will provide more power. And economy; where a hotter engine will run more efficiently. And without an after-cooler, there won't be a large area to fill with pressure. That should equal almost no turbo lag and allow the larger of the turbo's to light almost instantly.

Again all of these are mere theories. Nothing written in stone yet. The fun stuff comes after the swap itself and I start learning limitations of parts.
Click to expand...


Theory sounds sound.. :thumbsup: :D
 
Actually I had thoughts of putting it in my dually but I have a massive amount of catching up to do around here before I can even think about any fun projects, So I'm getting rid of things as I think about them. This thread reminded me it was out there.
 
jrsavoie said:
What would you do with a DTA 360?
Click to expand...

Drop that Bit^h in a pickup!:eek::D:D

Its going to be a multi-talented vehicle. My goal is to make it totally street legal and comfortable to take on vacations, yet ballsy and powerful enough to go sled pulling, drag racing, and wheeling.

I certainly got the support of Alcan springs today when I explained my New Holland project too them. They of course said that if it works out to either send pictures or come by sometime. I told them if it works I'm going to need beefier leaf springs for the front lol:haha:

Pictures though. While trying to make a somewhat decent photo shoot of big blue for the solid axle swap in the field near the motor I figured I'd snap a few pictures of the New Holland motor as well. Got as many as I could before I started to lose feeling in my fingers lol.
 

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I can't come up with words other than "SWEET!" right now.

Can't wait to see what becomes of this engine.
 
Progress is going to be slow, that's for sure. Work has been hectic so time to dedicate to the NH motor has been limited. But without work projects like this wouldn't be possible! I did finally manage to pull the transmission. Its a stock Allison AT545. No overdrive, and no converter lockup, so forth gear is 1:1. Suncoast is capable of doing some serious work to these transmissions as I've found, meaning that once again the limit will be the engine itself, not the transmission.

Nice part about this style transmission is that it is the "borderline" between being aggressive enough to handle some serious weight(such as a bus or dump truck as they are commonly found), but they will still shift like a car. And this trans sure shifted smoothly when it ran it through its paces before parting everything from the bus. I'm going to keep this transmission and adjust my gearing ratio in the rear(and now front:D) to spin approximatly 2K rpms at 65mph. Since I'm already rolling on 35's, that will be a little easier now.
 

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I found this from a link to my site. Nice build idear!
Other tid bits I learned on the NH engines: besides the tiny (worthless) turbos, they are rated for sustaining 3990rpm for the chance it misses a shift, or starts flying down a hill. There are part numbers for the ARP bolts, but I dont have em yet, I only got the ones for a DT466. Lets see what else......you should get the intercooled intake, the hole is in the front. You can learn a ton from reading the tractor pullin forums, but they call it the Ford 401. Oh, the CA versions of that pump is called the MW. It doesnt seem to control smoke as good as a P-pump. On that note, The last year made(1993) came with a P-pump. Keep in mind, this is the truck version.
 
hey there Nevrenufhp, welcome to the truck stop. Glad to see you made it over here. You had given me some great advice over on 4btswaps about this motor and some other things to do to it. I'm finishing up a buildup on the drivetrain to get the 4wd system operational on the truck its going into. (the thread is posted on here as "Big Blue goes down for her buildup") Then I'm going to begin tearing into the motor for some upgrades and a little cleanup. In a perfect world I'd like to fire it up and test everything, tear it down, sleeve it and get to rotating assembly balanced, then get it all dressed up complete with whatever trans I choose. The AT545 that came with it is... ok, but down the road it won't be much help, so that's getting sold and will probably be replaced with a spicer 5spd trans. I already have an HE351VGT on the shop desk thats going to replace the factory turbo. Head studs and valve springs, and and the MW pump as you mentioned. A nice set of MAck 237hp E7 injectors and the intercooler style manifold and she will be ready to go. Then I'll go from there. Right now its sitting on a stand I made in my garage till things getting finished up.

Hows your's coming along?
 
Mine is in dead lock. I have other things to deal with first. Mainly the DT466E performance stuff. I need to dyno an engine to show people that it really gets over 300hp.....after I get a hold of it. That means buying a running 466E, injectors, and a turbo. Then, pay for at least 2 engine dyno runs.
 
I know the feeling. The 6.6 has been sitting while other projects have had to take the front burners.

Didn't you do a DT466 swap into a Super Duty? Last time I heard from you that was still moving along. I'm not a huge fan of the E versions. The old mechanical engines have so much more potential. Does anybody even make a "tuner" per say for the DT466E? I know some of the newer models make around 300 horse from the factory.
 
I prefer the mechanical too, but more E versions are on the road now. The only tuners are those plug in modules that trick the ICP. Hypermax makes the only one that does it the right way, and theirs only fits the 04-08 EGR engines. I actually drive an 06 that is 300hp from the factory. They didnt get 300hp until 04. Prior to EGR, it was topped at 250hp. It took me 3 years to find an injection shop that could do the E injectors, and turbo mods too. It can go up to around 400-450hp, if a guy really wanted that much.
I was doing a 466 swap into a SD. That fell apart due to spousal difficulties.
If this 466E stuff takes off, then I can get to doing the 6.6 in the F100. Same concept as the 466 in a SD. Big engine in a small truck. I like the part of having an all Ford drive train.
 
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