x2 can't say it any better then that!

 

the one i built needed it. didn't do it for power but that's what ended up happening. least he can say it's just a 6.2. guess a cummins is hard to play off as a non turbo v-8 though

 

Then thats fine. I bet the power has more to do with the set-up of the engine then the extra cubes. I mean they didn't hurt and sure the extra size added a little power. But if it was not needed it could have been found cheaper somewhere else.

 

So after wading through the 2 feet of BS in this thread...I've come to one conclusion...Some people shouldnt own diesels...These are not gas engines, they never will be...Until you start making 1200-1500 HP (or more), CI's will not be a factor, trust me, probably 90% of the big number cummins trucks out there are factory bored or have only been bored .20 or .40 over (metric conversion) because something in the engine decided to divide by zero and eat itself...I know this because there are only a hand full of guys running aftermarket billet blocks out there and most of those are 460 cubes (supposedly) because they are laying down 1500-2000 horsepower and the stock blocks cant handle the power...This is also proven by the fact no one (that i have ever heard of) has built a stroker crank for a 5.9 and marketed it...unless it has a wear ridge or a scored wall, just leave it alone, your just asking for problems...


Oh and i have not seen one person even mention align boring or honing the block which scares me alot...if you aint baseing you bore off your crank center line, it dont matter if you got a million dollar CNC or a 15 year old piece of junk, it will not be done right

 

Thats not actually true. If it was then all big trucks would have little B's in them instead of 12 to 14 L engines. Cubic size does help, a little.

 

Open up an old school CAT manual and they say it best: "there's no replacement for displacement" Just sayin...

However, a 6.2 Cummins just sounds dumb. 5.9 Cummins rolls off the tongue so much better as it is.

Not to mention, if you're going to bore it out, then you'd be best to do extreme head work and increase valve size too, right? Might as well while you are increasing the bore. Then you'll want to add a flux capacitor, better make it two, and a DPF (diamond particulate filter) so you can have zero emissions and sell the produced diamonds after your 5 million degree EGTs and massive carbon buildup create the next batch. Then it's off to the moon!

This thread has gone nowhere...

 

I think the point trying to be made is that unless it is needed for a rebuild it is not worth going through the expence and time of boring you block.

 

i think the only rocks you're makin is crystal meth... dont you know you arent supposed to smoke your product? but seriously... it isn't the fact that the post has gone no where... it still has some useful information and good arguments. long as it is accurate information that is kind of all that matters after all isnt it?

 

i like the flux capaciter part the best..... i want like 100 of them if they make the truck faster. and what about a muffler bearing???? we all could use some of them, then the turbo would spool faster

 

A few decimal size increase (5.9-6.2) wont net you the required cubic inches needed to make a difference, especially in a fairly stock truck like the one listed...You need to look at large increases, like 359 cubic inches (5.9 cummins) to 409 (6.7 cummins)...Or a 6.6 Duramax to a SoCal Diesel stroker kit 7.2 liter Duramax...

You guys do realize a 18 wheeler with a 14 liter engine rolling at a 75K GCVW has almost the same pounds per liter as a 9K pound truck pulling a 24K pound load with a 5.9 liter engine...You can do the math but you will find they are pretty close...So no, actually those engines really arent any more powerful when you compare displacement to GCVW...