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Modern applications have since moved on to newer and more efficient diesel engines including the R2. The 4BT is by no means a performance engine. As we said above it was used in applications such as bread trucks and the numbers show it. Of course, the 6BT is also very weak straight from the factory, but with some modifications to the fuel system and fuel timing, big power can easily be achieved.
The common 6BT fuel modifications apply to the 4BT, as they share the same fuel pump and injectors. If you want big horsepower, a turbocharger upgrade is a great place to start. An HX35, HE, or HE are great budget options that will flow significantly more air than the stock 4BT turbocharger at the cost of throttle response.
All 4BT applications lack an intercooler which is great for packaging constraints but terrible for power. An intercooler is a great way to pick up horsepower and improve power consistency by keeping charge air temperatures lower. As far as fueling is concerned, upgraded injectors are an excellent place to start, but are not necessary for small power increases. The P fuel injection pump is the same one found in the 6BT.
You can also ground down or remove the fuel plate which is what controls the maximum fueling. Fuel timing is crucial on the 4BT, so be sure to set it right, or you may have a blown engine on your hands. Past the basic fueling mods, aftermarket governor springs are a great way to pick up power. The OEM governor springs of the P pump limit the engine to 2,rpm with de-fueling starting at 2,rpm.
Aftermarket governor springs will allow full fueling up to 3,rpm or even 4,rpm depending on what spring kit you purchase. It should be noted that the fueling modifications listed above apply only to 4BT engines with the Bosch P pump. Models with the later VE-pump require different modifications.
The real reason you might want to swap a 4BT is for fuel mileage, and size constants. If fuel mileage is your legitimate reason for swapping, then the 1. So what have we learned so far? Many 4BT engines have gone way past , miles. Jeep people love the 4BT because it is pretty much the best diesel that can fit inside of a Jeep other than the much less common 1.
Let me know what you think of the 4BT in the comments below! Bryce Good morning and thanks for the articles. I want to swap a diesel in my 84 S10 extended cab.
Can you suggest a diesel engine? Thanks, Harry. I am now being told by others that I have a fake engine or a knock off. None of the engine numbers on the block are good supposedly. Suppose to start with 7 or 8. Mine starts with 1. Does anyone know anything definite about this? I can think of a few reasons. Great article. I have a 4BT 3. The boat i have is a , 24 foot Eastporter trawler and only gets up to 11 knots.
I just use it for fishing but am considering putting a 6bt in the boat and wonder how much longer it is. I think the weight of the 6bt is about lbs heavier. One unusual feature of the ISB is that it is a multi-valve pushrod engine design, with 4 valves per cylinder popularly referred to as the "Valve" Cummins. The engine displaces 5. A turbocharger is used to increase the output in the high-compression It is an all-iron engine with forged steel connecting rods , an assembled camshaft , and a cast aluminum intake manifold.
The engine is produced in Columbus, Indiana. The VP44 setup meant that timing and fuel could be precisely controlled, which led to cleaner emissions.
However, VP44 failure rates were higher than the older P injection pump. The compression ratio in these engines was For the years, a standard output and a high output ISB Cummins engine were offered. The high output engine was different in a few ways from the standard output engine; it had higher compression For the model year, the Cummins was introduced with Bosch high pressure common rail fuel injection, again increasing power output.
On automatic equipped vehicles, the 47RE was upgraded internally to increase durability and torque capacity, now known as the 48RE. This engine was noticeably quieter than the previous engines. The 6. It is currently the largest straight-six engine produced for a light duty truck or school bus. There are many changes over the previous 5. With the 6. The VG Turbocharger was introduced to reduce turbo lag by adjusting the vanes by sliding a steel ring in the exhaust housing dependent on engine RPM creating more or less pressure inside the exhaust housing and controlling the speed of the turbocharger.
It also works as an integrated exhaust brake system and is all controlled by an electronic actuator on the turbocharger. This VGT system has been an extremely common issue with the 6. Typically used in marine, agricultural, and construction applications, these engines share many of the same parts as the ISB and utilize the same Bosch fuel system.
In the earlier models of the Cummins B-Series Engine, it was almost entirely mechanical including its fuel system. The fuel pump used in these engines was the P injection pump, this pump is driven off the camshaft gear and drives it own internal camshaft to inject fuel to the individual injectors. The P injection pump also allows for large amounts of fuel to be delivered into the system with simple tweaking to the system to allow for larger injection events. In the later models of B-Series Engine, the fuel system was switched from mechanical injection and timing to mechanical injection with electronic timing.
This was all thanks to Bosch's new VP44 injection pump. The VP44 injection pump is driven at half the camshaft speed and produces fuel pressure at about 4, psi to pop the vertically centered injectors in the engine. FPCM stands for the fuel pressure control module, and this is responsible for maintaining and controlling the fuel pressure of the system. However, even though this new technology to control fuel pressure was convenient, it had a major downfall.
The problem was that they were unable to be serviced without replacing the entire fuel pump. Another important piece of the puzzle that is responsible for the longevity and functionality of the VP44 was the fuel transfer pump mounted on the side of the block next to the ECM. This electronically driven vane pump is what supplies that minimum of 10psi to the injection pump so it maintains constant fuel pressure as well, as cools itself, and lubricates itself.
The most recent method of fuel injection that is still in use today is called common rail injection. Common rail injection is a completely revolutionary design to fuel injection since a fuel pump is now used to pressurize a rail and then from there sends the fuel to each injector. A major benefit of switching over to this fueling system was how it allowed for much less leakage into the cylinders pre and post ignition.
This is all possible since this fuel system operated upwards of bar so they are able to set spring tension higher in each injector to allow for more precise fuel injection and timing. From Wikipedia, the free encyclopedia. This article possibly contains original research. Please improve it by verifying the claims made and adding inline citations. Statements consisting only of original research should be removed. September Learn how and when to remove this template message.
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