3406B prefixes and when was each produced

No, can be either.

 

The biggest misconception of all time was that all ATAAC engines were 425. I have seen some 5KJ with AIr to Air at 285hp.


Another is the 7E5888 pump is only on wide rod journal engines and that all those pumps had dual scroll plungers. The first 5KJ had the 7W-3906 pump. The 2nd had the 5888 pump, still single scroll with an 18 degree cam and advance. Mirror image of the 4MG pump only the larger internals. If the barrels have been changed they have been updated to the dual scroll. However all the 5KJ I have seen were still narrow rod motors.(note I have seen) I have found that there isn’t a set time for certain changes. They say early 3ZJ were narrow rod but I haven’t found one doesn’t mean it isn’t so. Then you have the 5YG only built in 90 all were 460hp peec. All were wide journal cranks with the 7W3906 pump. They use a 14.5:1 compression piston with a 3425 nozzle that for years was said to be 350hp nozzles and I’m sure we’re used in some. However I can show you those nozzles and pistons in a 580hp genset engine. Instead of like 3.?? Mm of rack travel they have 6.?? Of rack travel. My point to all of that is to say there are a 100 ways to 400. But you gotta use the whole recipe not parts of it. My favorite will always be the early 7FB 400 JWAC engine. Plenty of power, good economy, and that unmistakable growl that nothing else in the world has. Being a narrow journal aluminum piston scares me none in the least

 

The JWAC 7FB used a 24 degree pump and very simple 7 or 9 degree advance I can’t remember exactly. Then in 86 the 425 ATAAC came out timing was dropped to 21 static. Shooting from memory they dropped the rack travel too with the air to air motors.

20 years ago you could still get a new ( hard then to find one that would seal due to corrosion) JWAC intake reasonable with the big crossover tube and rotating an OR-6051 turbo you could make that 400 come to life. An old aluminum air tank an RV electric water pump 2 trans coolers and a set of electric fans a few fittings and plumb your JWAC separate, on a long hard grade like Sandstone it would heat on the intake side anyway but you had a sure enough beast right outta the gate. Later we learned leave it plumbed to the motor but add capacity with the air tank and coolers come outta them into the JWAC and they done really well. We made a little money and bought an air to air truck and threw rocks at our JWAC trucks or converted them to air to air. With the original 400 pump settings and a better turbo they was hell. We also learned the 4MG didn’t have the quick feel of the 7FB but was over all a stronger longer lived motor due to a cam change. It has a bit longer duration isn’t as hard on lifters and clips as well as the 3423 has a different angle for compression change but also sprays through smaller as well as more holes compared to the 3421 so it got a better burn with the added compression. The C pumps used a smaller orafice in the fuel galley to supply the plungers so backing the screws out doesn’t seem to help them from the seat like the B pumps but will melt one just the same.

We were just poor folks in the Arkansas foothills trying to get by. Needed a runner but needed dependable more, tried some the dumbest #### imaginable and some of it worked. I had a better start than most, ole Lucky wasn’t known for much other than he was a helluva of an engine man. Make or model aside didn’t matter, although he had a soft spot for CAT.

naturally anything we can get outta SIS supersedes this useless bit of rambling.

 

Is that a NP205 case? It’s been several years since I seen one and do not remember if Ford used the 205 or if it was a Dodge and Chevrolet thing only

 

First, thank you for replying to this thread. You have a wealth of knowledge and I'm pretty sure you have forgot more than I know about these blade pushing motors! Glad you touched on the JWAC coolers and playing with them as I have often wondered about what you did. The whole idea on the Cummins low flow cooling was "optimized" after cooler operation, just couldn't perfect it. Not sure how familiar everyone is with 6.7L Ford, but they don't use a CAC and use remote JWAC with a separate radiator, pump, tank, etc. Early ones had EGR cooler on that circuit, but removed it around 2015. Still has fuel cooler and trans cooler on that circuit. Also glad you touched on a B model with the C wider rod crank journal. Cat marketing and parts are not the same. Cat has industrial C engines that had narrow rod journal. Lots of serial number breaks so SIS is a must. The crank difference is from 1.750" wide journal upgraded to 2.126". I was wanting to put up basic B to C differences, but a B could have C parts like you explained to us on the 5YG. Also the point that needs hammered away is nozzles must match piston bowl! Every talks about nozzle flow but forget about spray angle into the bowl for proper mixing and combustion. Pumps and timing could be a whole other thread.
Yes, that is a NP205 TC and a NP435 transmission. When I pulled TC out, rear bearing just felt crunchy like been pinched or debris in it. I could of just pulled tail extension, but I just wanted piece of mind. What I found was anti rotation pin for thrust washer had sheared off shaft. Glad I went thru it!
Glad you talk well about the 7FB 400 JWAC. Plan on pulling camper behind mine, should be up to the task. Was thinking upgrading turbo to BW 177148 with adapter for my smaller crossover pipe. Your thoughts and opinions would be appreciated.

 

Nothing wrong with the 177148 at all. Friend of mine has one on a B/C that’s pretty hot and he seems to do very well with it. For a toy hauler I think you’ll really like it. Another good choice is the Borg Warner 78mm but put it in the 1.45 housing. It will spool a bit slower a little less Jake but will make you smile. The 1.32 housing everyone runs on that turbo (last 4 of part number 0000) over speeds the compressor they will come apart quick. Not really the turbos fault. (Just an opinion) dial the time in with a meter to the high side of OT-spec and enjoy. The 177148 will work better in the low range and for what your doing that’s where I’d want to be.


Getting the timing right as you stated is critical, that’s the difference in average and exceptional. I get a meter is hard to find. A solid pointer and a pulse indicator after its meter timed to show you where your running can be done.

I don’t venture off the reservation much but I will meter one for anyone if we can get together

 

Tell you what, once I get it on the road a trip to Arkansas will be high on the list. Drove across it a couple times when I was stationed down @ Ft. Hood and thought it was beautiful country and the couple of guys I knew from there were good people. I always keep my eyes open on Ebay for the 8T-5300 timing group. With the way things are going these days I don't want the attention of smoke so and a quick spool with a gated turbine housing to keep speed in check is what I am after.

 

I spent a lil time at Ft. Hood myself in 03. I went to a compound setup to try and help my smoke. I haven’t really run it yet so jury is out. 10R-1439 cylinder packs with the new version of 8787. Used to be 7W-7033 but it’s changed again and I can’t remember crap anymore. Trying a set of dual scroll plungers (not CAT) in a C pump with the 4P-0998 cam. Had the lowers done as well as deck ringer and surfaced true. New crank, cam, lifters, clips and head. Run it in on the dyno is bout far as I’ve gotten with the other work going on. We’re gonna put it to work this week and see what happens

 

I’ll just add to the overlapping serial numbers, I had a 1994 379 with a 5ek02306 E model and currently have a 1995 w9 with a 3zj51437 C model, I think it even has the original wastegated garret turbo on it still.