V-Ref
Active member
What's the 1000% right answer for a bullet proof daily driver?
Application- Right now it's just a tuned/deleted/exhaust truck that's driven like a grandpa, but eventually....I know myself :fordoval:
But eventually, it'd be as far as you can take a single pump/stock nozzles with supporting air, on a factory short block.
So for the purpose of this thread, request you'd orient your recommendation/experiences to that...a factory short block/single pump/stock nozzles/supporting air.
H13s look like a great head stud....but can you even use the additional clamping force with the 6.4 cracked block syndrome folks have been experiencing? I know there's opinions that say this is from hydraulic fracturing due to excessive lubrication in the block, or the stud rotating/bottoming out during the final fastener torque step....
How about O-Ring'ing the head (or block), to press down on the existing factory head gasket fire ring, and using a reduced torque like Dave at Swamps posted here....how many folks are happy with that? Lots of folks run this on the 5.9 platform and are happy with it.
Or Fire Rings, where the fire ring is cut out of a factory/aftermarket HG, and both the block deck and head are machined to accomodate a SS ring....lots of folks run this on the 7.3 as high hp DD and are happy with it.
If you wanted to lift the cab once, and do this right....what's the right answer for this application?
Thanks in advance for the comments & discussion.
Application- Right now it's just a tuned/deleted/exhaust truck that's driven like a grandpa, but eventually....I know myself :fordoval:
But eventually, it'd be as far as you can take a single pump/stock nozzles with supporting air, on a factory short block.
So for the purpose of this thread, request you'd orient your recommendation/experiences to that...a factory short block/single pump/stock nozzles/supporting air.
H13s look like a great head stud....but can you even use the additional clamping force with the 6.4 cracked block syndrome folks have been experiencing? I know there's opinions that say this is from hydraulic fracturing due to excessive lubrication in the block, or the stud rotating/bottoming out during the final fastener torque step....
How about O-Ring'ing the head (or block), to press down on the existing factory head gasket fire ring, and using a reduced torque like Dave at Swamps posted here....how many folks are happy with that? Lots of folks run this on the 5.9 platform and are happy with it.
Or Fire Rings, where the fire ring is cut out of a factory/aftermarket HG, and both the block deck and head are machined to accomodate a SS ring....lots of folks run this on the 7.3 as high hp DD and are happy with it.
If you wanted to lift the cab once, and do this right....what's the right answer for this application?
Thanks in advance for the comments & discussion.