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Cummins L10

Spud_Monkey

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an L10 won`t fit where the 466 was so you`re right
I got a cutting torch, welding machine and few grinders that says watch this, I’ll make it fit if it’s worth the time or the thrill. Shoved a Mopar 440 with 727 transmission in a 93 single cab Dodge Dakota years back.
 

Spud_Monkey

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Tin ain't iron:p I admire your ability to shoehorn that much into so little. Now I know a coyote will fit:D
Actually had to refabricate the cross member by cutting it and notching it out then cap it off and weld in new engine mounts after cutting those out. More to it than that but it wasn’t minor.
 

Hallback

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Aberdeen Wa.
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Gyppo tower logger
It was a buddy's old Dodge pickup that he said was the best runner around and we always teased him that it was nothing but an old dog. Well we went out and got drunk one night and shot a bunch of coyotes and stuffed them under the hood of his pickup. :D
We might be talking 'bout different coyotes. And why'd you stick em under the hood?o_O
 

Hallback

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Okay here on a serious note how important is the CPL number on these engines? I cannot find another lta10 with the CPL of 0894. Also mine is 325 horsepower at 2100 RPM stamped on the tag and I cannot find any others like that. How hard is it to bump up the horsepower of these engines?
 

crane operator

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Mar 27, 2009
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8,274
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sw missouri
That's a lot of HP for a L10. I've never seen one rated at more than 300. The M11 which is the electronic version of the same engine puts out those kind of #'s easily, but not the L10's.

Is that one air to air aftercooled, or water? We put a air to air on one, but I'm thinking it was only 300hp.

Is a "industrial" engine or a standard truck engine? I'm wondering if yours has a different style pump for in the yarder rather than the "truck" version. I ran a crane for a while that had the "industrial" pump, if I remember it actually had 2 separate throttle inputs on the rear, one for the "crane" operation and one for driving. I think it was set up different in the governor for crane operation.
 

pushbroom

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Feb 4, 2017
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108
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Saskatchewan
CPL 894 only shows up as construction listed as a LTA-10. CPL does not exist as automotive, generator or marine. No breakdown is listed for that CPL either.
 

Hallback

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Well, this could be a problem as all I can find are different CPL's and need one asap!
 

crane operator

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sw missouri
It may not be the "correct" way to do it, but you're in a hurry. I would find a 300hp Lta10, and use your injection pump and injectors out of the old engine. You could use your turbo also. You may have a damaged injector from the piston going bad. - Quick and dirty would be to just use your injector pump, and use the rest of the used motor the way it is. It may not run the way its supposed to, but it will run.

For piping and less changing, make sure you find one with the same aftercooling you have, air to air or air to water. Otherwise you will have to take all that stuff off of your old engine.

Adelman's has several different l-10's on the shelf. Something like this maybe? They show both high flow and low flow coolant versions, I'm betting that you are high flow. They also show internal and external balanced versions, and I have no idea what your's is.

http://www.adelmans.com/cummins-l10-310hp-diesel-engine-34669674

The right way is to get all the correct stuff to your cpl, but I find cummins to be less than helpful with any of the older stuff. If it was me, I'd mix and match what I needed to get it running, and sort out the rest later if I had to.
 

Truck Shop

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What year is this piece of equipment, is this L10 fixed time, STC or Celect? I ran into this same issue with
a 855 STC that powered a tub grinder and it was rated at 450 hp. Had to go to Cummins to get info and
injectors for it. It was not listed as a good CPL in anything I found and it took Cummins some time to
find it.
 

Hallback

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20190904_155140.jpg It is an internally balanced unit. It is a 1990 in a Thunderbird TSY-155 swing yarder.
 

Hallback

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Upon further diagnosis we noticed one of the oil filters was completely empty of oil and upon pulling the pan this is what we have found.2000000000029363.jpeg 2000000000029359.jpeg 2000000000029361.jpeg
 

Hallback

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After talking with Dick Bowman @ Frog Hollow in Seattle the twin disc transmission Guru he said most likely the converter Hub bushing turned a little bit and during travel those Transmissions produce 200 lb of Hub pressure as they are in lock up mode and in yarding mode they are only about 60 lb. At that 200 lb of pressure with that Hub bushing turned a little bit and the oil not allowed to escape it ate up the thrust of the crankshaft and plugged up the oil galleys and smoked the bearings.
 

Junkyard

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Ouch. Carnage is always fun to look at. Worst case you have a mostly buildable motor should you decide to have a spare or something.

The last one I had scatter vented the block, even had a wrist pin retainer hanging from an air line outside the motor!
 
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