quote:

would it be a good idea to put a different engine

I guess that would depend on how deep your pockets are.... I also talked with Rick at Re-Man he quoted me 7k to rebuild plus 3k to R -n- R it.... I asked him about switching to a Cat 3208 and he said 20k would be a good starting point....
The problem with overheating (or any rebuilding) on the 8.2 is due to the fact of the heads and block being FLAT enough to go back together witout a problem shortly thereafter... The headbolts actually (when torqued properly) stretch the metal in the block and if not machined back to perfectly flat (BOTH head and block before reassembly) there will be a failure shortly after the rebuild.... Doug, are there currently any problems that you are aware of with your 8.2?

quote:

Originally posted by Shadow man:
I have an 8V71 in my bus.

The rights to that engine (parts, maint. etc.) were sold to Penske along with every other diesel that Detroit (GM) Diesel made/designed EXCEPT the 8.2 which was thier only four stroke diesel... I dont know if Penske didnt want it or what, but it is the only diesel left (to my knowledge) that is still supported by GM... Everone knows a diesel mechanic but very few of those mechanics are firmilliar with the 8.2 and it's inherrent design challenges...

quote:

I also talked with Rick at Re-Man he quoted me 7k to rebuild plus 3k to R -n- R it.... I asked him about switching to a Cat 3208 and he said 20k would be a good starting point....

Isn't the Cat 3208 kind of in the same league? Non sleeved, a risk to rebuild?

If I repowered it would be hard to talk me out of whatever it took to get a Cummins in there.

The Cat 3208 is NOT in any way in the same league as the DD 8.2L. The only parallel is that it's a non-sleeved engine. It's a bona fide 500K mill, and a million miles is not out of reach.

It was designed for line haul tractors; it's just loafing in an RV.

This subject has been bantered around for some time on a number of forums and it always ends up a Ford/Chevy kind of discussion, but I'm pretty sure the 3208 was designed more as a cheap version of bigger Cat engines to satisfy the mid range applications, not so much the long haul truckers. In fact, it was developed along with Ford to satisfy Ford's need for a mid range, inexpensive diesel. I tend to not like things designed as "inexpensive".

I'm in agreement that it is a far better engine than the DD 8.2, but I still believe it is an equally far reach from the Cummins 8.3. If someone were to go to the great trouble and expense of re-powering, it would be foolish in my view to use the 3208.

Here is one diesel expert's write up on the history of that engine:

"Caterpillar produced the 1100 series V8, in a parent block, single compression ring, and single oil ring configuration. This was termed "low-friction" design. Early models had an in-line fuel pump, later models had a V-configuration fuel pump. Caterpillar sold these engines to many other OEM's, such as other truck builders besides Ford, farm tractor builders, and for marine, genset, firepump and industrial use. It was used in compactors, pavers and forklifts.

The industrial 3100 series followed, with improved design .. then the 3208 appeared around 1973, with more improvements, such as a turbocharged version. The greatest improvement was the major redesign of the 3208 that happened in 1981. Many parts were strengthened, oil pump and water pump were enlarged, conrods and wrist pin bearing were improved, three ring pistons were fitted. The engine was fitted to Cat construction equipement (225 excavator and 613 scraper).

The marine 3208's went out to 425HP, and proved quite reliable, with many boat owners still using them. The 3208 ceased production in 1999, when it reached the stage where it could not meet the new emission laws that were introduced in the early 21st century.

Many owners and users had a very poor opinion of the 1100/3100/3208 engines .. but they were designed as a light-to-medium duty engine, rated at 70,000 lbs maximum GVW or GCW in trucks, and they were put into applications where they were overloaded, and which resulted in spectacular engine failures. The most common cause of engine failure was broken conrods caused by excessive wrist pin bearing wear. Once a conrod let go at around 3000 RPM, the damage was usually extensive, and nearly always resulted in the engine becoming scrap."

One of my customers had 3208NAs in his (White, IIRC) tractors in 1971. The drivers really liked them. The prior engines were the Cummins 225 or 250s.

At the time, the 3208s were competing with the DD 6-71 (in some cases stupidly uprated to 318 HP), 8V71, and the Cummins 903. The market was ready to embrace newer designs. Cat's timing was good, as the DD 6-71/318 was suffering problems, as was the 903.

If there was a collaboration with Ford, it probably was for the "L" (Louisville) series of trucks and tractors.

But I agree that the best choice would be a C 8.3L; one from a wrecked donor could be overhauled relatively cheaply. Space available might limit the replacement to another V8, however.

quote:

Space available might limit the replacement to another V8, however.

That's a good point.

It's interesting that the boat guys often have a whole different viewpoint, but then they don't really have the cooling issues and they don't generally have to climb tall mountains with this air.

There is a post by Les Hoagland where he discusses a 8.2 swap for a 3208 Cat.If IIRC I believe he talked about space requirements and also beefing up the frame to handle the extra weight. Can't find it right now.

I am just a "virgin" finding out how not to get into trouble

I have no known problems but forewarned is forearmed.

Would this be of any use?

http://www.evanscooling.com/benefits/

quote:

Originally posted by Gerald:
There is a post by Les Hoagland where he discusses a 8.2 swap for a 3208 Cat.If IIRC I believe he talked about space requirements and also beefing up the frame to handle the extra weight. Can't find it right now.

There are several issues that need to be addressed when doing a 3208 CAT engine conversion to a Barth Regency Coach.

My 2 bits on the 3208. Having had a few long haul truck firms as clients, I have never heard of the 3208 in class 8 tractors. However, Cat made a big brother to the 3208, and it was called the 3408. A monster engine and a favorite in truck pulling contests, along with the DD 12V71.

Cummins also make a V8 (903) used in class 8 tractors.

To convert an DD 8.2 to a Cummins 8.3 would be a major because of length. You can get almost the same performance for a Cummins 5.9B with a shorter block. But, depending on engine compartment size, I might take a long look at the Navistar 7.3 or if I was really lucky the new 6.7L Ford.

quote:

It's interesting that the boat guys often have a whole different viewpoint, but then they don't really have the cooling issues and they don't generally have to climb tall mountains with this air.

Maybe not the cooling issues with fresh water (surrounding water to the block) cooling but closed cooling (heat exchanger between block water and surrounding water)can be a little testy. Regarding the climbing tall mountains, we boaters with engines of that size don't really get on plane so we are always "going uphill", usually with two engines revving upwards of 1K rpm and converting 1 gallon of diesel to perhaps 1 mile of travel.
Go climb that mountain.
I would be happy with the 3208

quote:

we boaters with engines of that size don't really get on plane

I'll lend you my Series 60 and you will get on plane

quote:

Originally posted by Moonbeam-Express:

quote:

we boaters with engines of that size don't really get on plane

I'll lend you my Series 60 and you will get on plane

Be happy to, got a pair?

just wandering about a Turbo Duramax swap for the 8.2 D.D.
Doorman