When I read the official history, and what all goes into these engines, it's no wonder they take the abuse, and with care can go 500k miles. I have towed other peoples RV in trade for parts, because their vehicle can do what mine does over a long haul. I tow RV's from Boise, to northern Idaho, over some pretty insane summets. I just hit 55, put her in cruise control, and away I go; flats, hills, summits, . . . it don't matter, and I get good mph while doing it.
Block: 4 bolt nodular iron, increased bulkhead thickness at the cam bore from .62, to 1.12 to reduce deflection in the bores. Five (5) bolt per cylinder, inwhich the head bolts are tied directly to the main bearing bulkhead through the outer water jacket walls, again to minimize cylinder bore distortion. Priority main bearing oiling, roller lifter, positive displacement geardriven garator oil pump (pump is like the oil pump on a auto trans.).
Rotation assembly:
The crankshaft is forged from 15B28h steel and quench and tempered to a minimum hardness of 217 Brinell hardness number (BHN). The five (5) mains, and four (4) pin journals surfaces are induction hardened to Rockwell hardness (RC) 50-55, etc.
Rods: Rod and cap are forged from alloy steel as one part and cut into two pieces in the machining process. Forging is heat treated to obtain a surgace hardness of Rc (27-33). The rough forging is shot peened to provide a margin against flaws as well as reduce residual stresses. The small end of the rod uses a steel bcked bronze bushing, etc. The poston pin is extruded from carbon steel that is carburized to control strength and wear.
The list just goes on, the pre-chamber is an advanced design for mechanical injectors to control detionation, and better idomize the flame front for better combustion, the injector pump is leganary in itself, and other diesel designs have used it, such as detroit, and GM's 6.2/6.5.
Anyway, I truely believe the IDI motors provide the best bang for the buck you can find. Dollar for dollar, and pound for pound, the IDI is just a great diesel for light and medium duty trucks.
Marq
_________________________________________________
1990 Ford F-250 4X4:
7.3 IDI with 120K on the clock:
ATS Turbo with waste gate:
Stage One Injectors (Oregon Injector Service):
Complete Return Fuel Kit (Oregon Injector Service):
DB2 Pump, cranked up with Cold Advance wired permanently on:
4” down pipe, 4” straight through exhaust stopping between cab and bed (no **** on my stuff):
Torque Converter Lock Up Switch (On/Off/Lock-Up):
E4OD Line Pressure Controller (adjusted to fast/firm shifts):
4” lift w/Rancho shocks:
Big Fat Tires on custom rims:
Tows 1985 fully loaded heavy 28 foot RV (my house) everywhere: