Bad news from Ford, or is it? On April 1 (no joke), Ford is rumored to have stopped production of all 2022 model year F-250, F-350, F-450, and F-550 trucks.
April 6, 2022
The latest news, from around the Diesel World
Diesel News
Ford (Temporarily) Stops Receiving Orders For Super Duty’s
Turbodiesel Go-Kart
Another One Gone Way Too Soon
Golden State Diesel Fest – Sacramento CA
Is The Traveling Mechanic The Best Path For Young Diesel Mechanics?
CARB Cancels Long-Discussed Zero Emission Regulations For Passenger Boats
This Saturday in Sacramento California the Golden State Diesel Fest returns to Sacramento Raceway Park. Holeshot Series Drags, Dyno competition (big prize for the highest HP too) and a 300+ truck Show N Shine is on the docket for the day. This event, now in it’s second year is the premier diesel event for the western US. If you can’t be there, make sure to check out our stream from the event on our Facebook page, presented by Shell Rotella with huge thanks to BD Diesel, KT Performance; Pacific Performance Engineering, Blud Lubricants and Turbo Time USA.
The 4BT—which stands for four-cylinder, B-series, Turbocharged—was used mostly in midsize box trucks, agricultural equipment and small industrial vehicles, and is basically a smaller version of the popular 5.9L 12V Cummins found in the 1989-98 Dodge trucks. The 4BT shares virtually all its parts with its big brother the 6BT; i.e., pistons, connecting rods, injectors and valve train design.
Following the installation of a new Class V hitch, trailer brake controller, and free-flowing exhaust system in Part Three, this time we’re replacing another vital component in our ’97 F-350’s towing equation: the transmission cooler. Amazingly, Ford used the same tiny transmission cooler on its Broncos as it did on its 1-tons—and our truck was still sporting it. Running around empty, we had no complaints. But hook a small trailer behind it and 200-degree temps were soon to follow.
We hear it all the time, timing makes power. But how much power? Well, there are a number of variables but it was a question we decided to try and answer with our pretty much stock 12v P-Pump Cummins project Green Monster. In our last installment we had put in a set of Scheid Diesel 5×0.018-inch injectors and gained a whopping 117 horsepower on the dyno. To make the most of these new injectors though, we needed to add timing.
At the dawn of the 1960s, most of the smaller independent American auto and truck manufacturers had faded away under the searing light of “The Big Three,” General Motors, Ford Motor Company and Chrysler Corporation. Studebaker was way older than any of them but was grimly hanging on to it’s tiny slivers of the car and truck markets. But, from World War I into the ‘30s, Studebaker was one of the leading motor vehicle manufacturers and at points was one of the pinnacles of automotive technology. It was in the 1930s that Studebaker’s involvement with diesel power began.
When 1927 rolled in, the Cummins Engine Company was in it’s eighth year of operation. Founding engineer Clessie Cummins had started in 1919 with a small shop in W.G. Irwin’s garage and a license to build oil engines using the Hvid (pronounced “Veed”) system. That engine, and a disastrous association building them for Sears, Roebuck & Company, almost put Cummins out of business. Clessie engineered his way out of the crisis with innovative new engine designs that began appearing in 1924, and the Cummins Engine Company started on the road to success.
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