Thanks guys, I really appreciate the help.
I was thinking of just buying a truck with the 4bt and converting it to the w/a intercooler but noticed in one of the other posts that I would have to change the fuel lines, turbo, possably the pump calibration and some other odds and ends. Changed my mind and figured the easiest way to do it is get the right engine to start with.
I may be wrong, but unless you're swapping from a VE pump to a P7100, then you don't have to swap injector lines. Not all the BTAs were P7100s, right? I think all the 120HP BTAs were VE, and the 130HP BTAs were P7100. (Mine has a JWAC, is a CPL 857 Recon from 1998, and she's got a VE pump. Injector lines seem to be the same as those on the non JWAC or CAC units, but I've not had them side by side to compare..) As far as pump calibrations go, it's just a few screws that you were likely to be turning anyway. Turbos are the same, IIRC.
I also noticed what Mallo986 said, the w/a units were used in the construction/industial equipment extensively. Being a California resident, would I not have to have the tag or sticker that says DOT compliant? Is such a tag or sticker on said construction/industrial engines? And yes, I very well might be interested in the w/a componants you have Mallo986, just not sure yet.
From what I've heard on things in the People's Republic of California on this site (and others) is that you want to go to the DMV, get them to swap your fuel type, and then no smog checks.. I've not seen a single post where they looked for an EPA cert or anything of that nature. If they were checking the EPA certs, then no one would be able to get away with a swap into anything less than a 3/4 ton truck (>8500LB GVWR) for Model Years earlier than 1995, and nothing lighter than 14000 LB GVWR for MY 1995 and up..
If it did come down to the question of "is it automotive or not", then they should have the resources to determine that status from the CPL on the data tag. Note that an Intercooler / Aftercooler was considered a NON-SMOG item on gassers back in the day when I had to worry about 'em there, adding one to an engine that didn't have one in the first place didn't even raise eyebrows at the smog check.
Could someone tell me aproximately what kind of mileage these motors normally have on them being that most of them are well over ten years old? I drive a semi for a living and know just how fast the miles can add up. I just don't want to pick up a unit that actually has a million two hundred thousand instead of the odometer reading of two hundred thousand having been rolled over at a million miles.
A lot of these were used for in-town delivery routes, so mileage may be misleading. Mine was converted in 1998, and per the odometer and records from Frito-Lay it's put on 105K since then (but I have been told that this engine was rebuilt since then, not due to failure, though..). This means they're likely to have a lot of startup / shutdown cycles, a lot of hours, but not a lot of miles for the timeframe. Best bet is to check it out as much as possible beforehand. How's it start cold, smoke, oil appearance / smell, and such. Compression check is great if you can get one, and see if you can't take a look at the turbo inlet / compressor outlet.
Now for the dumba$$ question of the day.
What is the difference between a intercooler and an aftercooler?
Thanks again guys, you've been great.
Al
The way I've learned it is that an intercooler is used to cool the air charge between stages of air compression. Technically correct to use it only if you had twin turbos or a turbo feeding a mechanical supercharger (though not always.. 2 smoke, er, stroke Detroits that had superchargers were considered to be Normally Aspirated, if what I've read is correct, so then it might NOT be an intercooler if between the turbo and that supercharger on those).
The term aftercooler is for any charge air cooler that is located after the last stage of charge air compression, which is what we're talking about on single turbo / stage units.
