Help: What engine did you swap in?

Kevin reports that his Keystone turbo kit equals or betters a SBC in his truck, all with only mods to the throttle linkage and exhaust piping!

Whoa, Whoa! First and foremost, I am not the one that made the strong V8 claim, maybe equal to a V8 under 300CI. My best gestimation is 40% over stock. I am running 7 lbs boost. If the motor was built from top to bottom to allow more boost, {more $$$$$} then we would be talking a power level of a mid size V8. My best guess.

My bad, I thought I read that you said it. I stand corrected. 40% would definitely put you squarely in the 2bbl 283-305 area may be better. Still a lot of bang for the buck.

NO bad CB,
I think your correct on the 283-305, the 4X4 S is heavy, sometimes I look at the S-100s, but to much money, one is enough.
I have priced machined pistons, 4130 rods, girdle, etc. way out of my price range.

Turbo blurbo!
Put the entire works on a "modern" chassis. Unless the original IHC truck is too nice. Then leave it alone and find another "victim".

Monsonmotors,
I will leave it alone, no rust, older resto, ets.
Oh added apic of my 38 and my old dog too.
kevin

Awesome idea, Kevin!
Nice S-series truck!
The 1938---there's a sheetmetal donor? Or no?

No sheet metal, its gone/sold

I haven't looked into the small 6 but the medium 6 I would not hesitate to push 10-12# boost. Special rods and pistons may be needed if you are spinning it faster, but if you are careful and don't rev it any higher than stock redline, you are loading no more than an overbore with high compression pistons.
If one sized the turbo for a 269 to center in the turbo map @ 2000 to 2600 RPM, it would pull very well. Much above 12 PSI and the air is too hot without some sort of cooling, and then you risk fuel drop-out on a draw thru system.
Peak cyl pressure with low compression pistons and 10# boost equal that of N/A and 12:1 pistons, but give way more power due to the larger charge in the combustion chamber.
The these truck sixes compression ratio of about 7:1, no piston change would be needed. We are not talking tractor pulling here, not all out power for as long as you can pull the sled, but mild boost at highway speeds with occasional high boost pulls on hills.

Its more about using the extra power more as a tool than as a toy. They make a turbo kit for my 706 farmall with a similar 6 cylinder engine as the truck. Im sure the stroke is different. On the truck the extra power when needed would be nice. On the tractor with the gear ratios a turbo would be more of a toy.
I like that turbo setup.

I rode in my cousin's F150 today that he uses for towing a trailer with Ecoboost, similar weight. It's got 420 lbs-ft torque and feels good. His old truck had 238 and was very inadequate. I've put together a full table, but it doesn't cut/paste into here well. Included at the end.

Now I know my target is >400 lbs-ft torque.

It sounds like the Cummins 3BT and 4BT can get there with perhaps some turbo mods. The 6BT is there too, but whoa, really heavy (1100 lbs) and 40" long.

The Duramax are all 500 and higher (600, 700, +) depending on the year. Somebody said here that the Duramax runs into the steering column and is a bigger modification.

For Chevy gas (my favorite), a 383 stroker is the way to go. 444 lbs-ft on the performance website. Very nice. I have zero experience with diesel so this is tempting, but am guessing it also runs into the steering column.

The Cummins inline engine fits the era better.

Anyways, it's fun digging into all of this!

Engine LB-FT notes
Original 173 @ 2000 RPM L112, 5400 lbs
Cummins 3BT 385 @ 1800 RPM 2.8L inline 4, turbocharged about 475 lbs
Length: 24.9", Width 25.9", Height 28.5"
Cummins 4BT 265 @ 1600 RPM 3.9L 4 cyl, 782 lbs
Length: 30.6", Width 24.6", Height 37.7"
http://www.4btswaps.com/forum/forum.php
Cummins 6BT 400-440 @ 1600 RPM, Max RPM 2700. Inline 6. 5.9L, 1100 lbs
Length: 40", Width 24.9", Height 37.9"
5.9L 12V engine
Duramax LB7 500-520 @ 1800 RPM 6.6L V8, 2001-2004
835 lbs
Duramax LLY 520 - 605 @ 1600 RPM 6.6L V8, 2004-2006
835 lbs
Duramax LBZ 650 @ 1600 RPM 6.6L 2006
835 lbs
Duramax LMM 660 @ 1800 RPM
Duramax LML 785 @ 1600 RPM
From Chevy Performance
350 Deluxe 335 @ 4200 RPM
LTG 4 Cyl Turbo 295 4 Cyl Turbo. Broad torque range
HT383 444 @ 3200 RPM Truck engine replacement. 350 stroker engine,
LS3 425 @ 4600 RPM Corvette engine.
LS7 470 @ 6300 RPM Corvette engine. 427 cu in.
LT1 465 @ 4600 RPM Corvette engine
Cousin's Trucks
3.5L Ecoboost 420 @ 2500 RPM 214 cu in V6 Turbo, F150 2014
365 HP @ 5000 RPM
5794 lbs
4.0L V6 238 @ 3000 RPM 207 HP @ 5250 RPM, Ranger 2001
3205 lbs

Since I'm the guy currently working on "newer" vehicles here, I think I should talk up engines like Ford's Ecoboost and other direct-injected, and/or turbocharged GASOLINE-powered engines. Direct-injection is the "magic" in the new high-performance. It's the newest evolution in induction and it's here to stay.
Huge performance increases are possible. You end up with smaller displacement engines out-performing larger displacement engines.
Everything NEW gasoline-powered vehicle will eventually be direct-injected. MORE power and BETTER mileage. They are the most efficient gas-powered things going, ever.
The basis of the new system is a MECHANICAL, camshaft-driven high-pressure fuel pump. It increases base fuel pump pressure into the thousands of PSI from 40 or 50 psi. The direct-injection injector by itself is a marvel. It's made up of a stack of crystal wafers that expand slightly when electricity is applied. Unlike other electronc gasoline pintle injectors the direct-injection crystal-wafer style has to be electrically CLOSED as well as opened. Just so STRANGE!
Combined with ETC/TAC (electronc throttle control) and turbocharging you get a engine with drastically reduced pumping losses because the computer can hold the throttle wide open and control engine speed with fuel delivery, timing and camshaft timing.
Oh, and gasoline is injected DIRECTLY above the very-high-compression piston.
These things are hot rods, folks!
Who will be the first to put a direct-injected gas engine in his IHC? I hope me!

I had a direct injected gasoline 6.9 in a Ford F 350 for one tankful thanks to a co-worker! The only thing hold back direct injection in gasoline for so long was gas has no lube properties, unlike diesel. I would love to sit in on an class to find out how they solved that problem.
I can tell you from experience, that gas run thru a 6.9 diesels system ran just fine, not sure how the pump held together, but my guess was there was enough diesel residue in the tank to keep the pump from seizing. Point being that it burned in 20:1 compression and did fine.
My guess from reading MM post is the crystal can expand and survive the lack of lube where steel, with those close tolerances would gall. Yes, it is the holy grail for gasoline. ANytime you can mix and burn inside the cyl you will have the advantage. As my 6.9 proved, you don't even need to thottle the air if you can burn it as fast as it is injected.