there were some 4cyl versions too, used in brazilian f4000 and some tractors... but the 4cyls were just made without turbo... btw: i thought ford of brazil had exported just gassers to the u.s. (but the 7.3L v8 diesel was made in brazil to be used mostly in export versions of the f250 and f350, and some buses made by tuttotrasporti)...That's the Brazilian alright. The Ford / New Holland 6.6. 401cid, 4.4" x 4.4" bore and stroke, came available in in various different power levels. Ranging from a naturally aspired 145hp model to the 166hp model used in combines and tractors. The buses seem to run a 170hp version engine and are turbocharged.
Damn your everywhere! I've been to your low buck pump turn up site numerous times taking notes and checking them against mine. You have a lot of great info there so Kudos to you. Its nice to see another person with the same interest in dropping the New Holland 6.6 in a pickup. I thought only the 7.8 was available stock with an after-cooler? And even that is a JWACSome versions are an Apump, some had an MWpump, which are super close to the same pump. They were available with an intercooler or aftercooler in trucks. A nice little power increase is to use injectors from a Mack 237hp E7. The Fords are used in tractor pulls quite effectively. They are only slow if the fuel is at the stock setting, as already noted. If I got more overtime at work, I'd be slipping a 6.6 in my F100.
Yup thats it! Wonderful craftsman ship behind that engine huh? They seem to run so smoothly and maintenance is almost nothing.It's an air to air.
The 545 is actually pretty tough. From what I researched, the most practical one to use in a pickup since an MD3060 is way too big.
Look up a Ford 9600, they had a 6.6/401.
My truck isn't stock height, and with the 35's that will be going in after the rear is leveled out I'll have a slight advantage with gearing over the stock 30's. Though I'm not sure if you plan on lifting your F100 so you may need to go with those 3.07's. I had started a thread on the trans. section here if anyone knew if it would be possible to take the dodge 47rh and bolt it up to the 6.6 Its a stretch, but the aftermarket has a lot of higher strength parts that will be able to handle the high HP and torque rating down the road. And the .69:1 ratio with the TC locked would give a great advantage at highway speed.That intake is exactly why I liked this one. I'll see if I can scrounge up a number. That 1:1 was a tough one for me too. Basically I'll have to find some Dana 80 3.07s or maybe suffer with a 3.31 with a Sterling.
Actually it looks like the easiest route here is going to be running an Allison 1000, 2000 or 24000. Apparently It will bolt right up in place of the AT545, is only 3/4" longer and I can use all the harness and electronics from the donor truck to "make" my own standalone harness, which is far cheaper than tryuing to go with one of those aftermarket standalone controller that run about $1600. I can then get an Allison dealer to reprogram the TCM to run in a standalone mode and have everything setup and adjusted right there. All it would need is a TPS, which the Allison dealers will either have or be able to sell me.No lift for me, just stock 2WD F100. There's a guy on another forum that's got a run of adapters for an IH to a Ford 4R100, or a ZF. Custom would likely be the way to mate a 47RH to a 6.6
I finally got my 6.6!Yup thats it! Wonderful craftsman ship behind that engine huh? They seem to run so smoothly and maintenance is almost nothing.
Funny you say that, after you mentioned using the AT545 I had considered putting that behind it. But the 1 to 1 final drive ratio was my biggest concern for highway travel and putting a rather low limit on top speed.
Is there a chance you have a part number for that manifold? Mine has the large intake horn going over the valve cover that would really hurt clearance for the hood.