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Hi, Lenray. If you are really determined, you can put almost any engine into almost machine or vehicle, assuming availability of funds, facilities, TIME -- AND YOUR OWN -- or some-one else's -- ABILITY. I personally have put a GM 6V71 into a cab-over International tip-truck (in place of the original 6V53) a Cummins 903 V8 into a Mercedes Benz model 1923 cab-over prime mover (in place of the original straight 6 - a 90 hp, 700 rpm jump), a 1.4 litre, 4 cylinder gas Holden engine into a Suzuki 4 wd (in place of the original 3 cyl., 540 cc, 2 stroke engine - not much bigger than your average sewing machine motor), a 1 litre, 4 cyl., Nissan gas engine into the same model of Suzuki 4 wd, and a 308 cu. in. gas Holden V8 into a 5-ton (British) Bedford 4 wd truck (in place of the original 300 cu. in. straight 6 - around an 90 hp. 1,900 rpm jump) The second and the last of the above were the most spectacular. The Benz conversion was capable of 100 mph loaded to a gross of 36 tons and did a 1,200 mile round trip in 16 hours instead of the previous 24 hours for $160.00 LESS in fuel. The Bedford, previously flat out at around 55 mph, would roll out to 80 mph and still winding. I wasn't keen to push it past that 'cos it only had Bandag retreads on the steer. (Not that I have anything against Bandag retreads. It's just that they ARE retreads and as such ARE prone to throwing and blowing.) This Bedford with the V8 in it also pulled a rather heavy mobile home set-up very comfortably with a one-off towing hitch that I built specifically for the purpose -- total weight on the road, 15 tons. (The truck was 5 1/4 tons.) All of the above were done with minimal machine shop facilities. It is amazing what you can achieve with a 9" angle grinder, so much so that there was only one of the above conversions that needed any outside machine shop work. The Bedford V8 conversion required a new clutch housing to be built. This meant having front and rear plates for the housing machined flat. The housing was then built up from the front plate out of 1/4" mild steel plate and the back end of the of the body of the housing was again machined so that it was dead true to the front plate. The rear plate was then welded in place. Accurate alighnment of the rear plate was achieved by standing the engine on its harmonic balancer/front pulley (With the oil pan drained.), bolting the housing in place on the rear of the engine and using a dial guage set on the back of the crankshaft to check alignment while slowly rotating the engine. This method got me to within +/- 7.5 thousandths of an inch after all welding had been done. The hole for the starter was 'machined' in the front plate very delicately with an oxy/acetylene boring machine and linished with a 1/2-round file. The bolt holes for the starter were located by holding in mesh with the ring gear, scribing throught the holes and center-punching the resultant circles. The finished housing also had a large removeable bottom plate, complete with a drain hole, to allow access to the interior for installation/removal. The only other machining in ANY of these conversions involved weld-filling the original six bolt holes in the Bedford flywheel and re-drilling for eight bolt holes to match the Holden V8 crankshaft. (There were kits, including clutch housings, available at the time to put these Holden V8's into later model Bedfords using the Holden 10" flywheel but there was never a kit to convert my model of Bedford AND I wanted the 12" flywheel for the extra lugging power.) I have also seen many other conversions that were 'head-turners' and if you still have any doubts take a look at the Funk V8 conversions for the Ford 2N, 8N and 9N tractors. What is possible in the way of conversions is largely limited ONLY by your imagination and ingenuity and your will to succeed. Funds and facilities do play a role here too but it is truly amazing what a little ingenuity can get you around. Hope this helps. You have a wonderful day. Best wishes. Deas Plant.
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