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RE: 2 million
The GMT-800HD came out at the same time as the Duramax. Both engine, and truck were designed at the same time. Had GM deceided to do so they could have designed the GMT-800s to accept an I6, V8, flat 10, radial 9, or whatever. They chose to build the truck, and engine around a V8.
V8s are just better suited for pickup trucks.
It is standard practice during a redesign to put in provisions for anything that might fly.
In the last few design cycles, that included provisions for mild hybrids (GM did that), batteries, CNG, Propane, NG, and engine layouts from V8s to I6s, but probably not an I-12 or radial.
There was also no provision for coal fired steam, boilers and either a turbine or triple expansion reciprocating engine.
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12/13/12 05:10am |
Tow Vehicles
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RE: 2 million
I would like to read some explanation as to why an inline engine would make more torque than a similar sized V layout. Is the article you are referencing online? I just can't imagine any reason for this to be true.
Nothing to do with inline or V or rotary or flat layout.
It is a straight function of the volume of the combustion chamber vs. displacement, and the stroke length and the thermodynamics of conversion of energy released from a chemical reaction to kinetic energy.
Do a thought exercise: (Calculus required)
If stroke goes to zero (infinitely large bore) then there is very little time for a centrally injected fuel charge to ignite and do its work before the piston travels downwards. (Low torque)
If stroke goes to infinity large (infinitely small bore) then there is a lot of time for the cylinder to travel downward and the expanding gases to convert its energy and only a little is lost because the gases have to "exit" under pressure before the piston pulls a vacuum.
The latter machine is most commonly called a gun.
The way relatively small bore and short strokes (V-8 diesel layout) get the torque now is by post TDC injection of fuel.
The same technique can be used for the I-6.
There is a big priced paid for how torque is obtained in a modern EPA 2008 /10 diesel --- which is awful fuel economy when the torque is called on.
Think of it as a gun that keeps getting powder injected and burned as it travels down the barrel.
But there was a time when it wasn't possible to play around with fuel injection like that without sacrificing fuel economy all the time.
In any case, fewer cylinders for the same displacement gets you more torque, assuming bore and stroke proportions are roughly similar.
That is why very large diesels have a few big cylinders.
The penalty of a big cylinder is too much momentum being created and destroyed, and with it, inability to run at high rpms without a lot of wear --- or tweaking of the design.
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12/13/12 05:00am |
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RE: 2 million
Your jealousy is so obvious. Ford and GM chose the V config because the existing eng compartment was too short for a IL. The OTR trucks have no such shortcoming so they go with the IL for simplicity and low end torque.
Go find something else to Google.
That's an odd statement. :h
This guy fit a 24V cummins into a Chevy truck which is basiclly the same under hood dimensions when Chevy choose to go with a V8 engine.
Link
Yes, I realize that "repowering" is common especailly with Ford 6.0 but that was what ford and GM said at the time.
Do you always blame it on someone else when you are found to be wrong?
Grown adults take responsibility for their errors.
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12/12/12 07:11pm |
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RE: 2 million
Navistar and Ford had opportunity to compete head to head with cummins in the inline diesel market with Navistars mighty DTA360 turbo diesel. For whatever reason Ford and Navistar choose to go the V8 diesel route. Imagine Ford and Navistar being locked into the DTA360 platform and try to meet emissions standards.
Why Ford and Navistar didn't develop the DTA360 I will never know, but they probably didn't see the Cummins/Ram combo as a serious threat.
But that would have been a sweet truck. DTA360 > 6BT in every way. To the point where I am surprised this motor is not swapped into more "donor" vehicles.
Thanks
The needs of the light duty market are totally at odds with the medium duty market.
Light duty needed RPMs and power, and not low rpm torque which is what the in-line six, all things (e.g. displacement) equal is best suited for.
Both GM and Ford had the option to go that route when they started with a new clean sheet design for the Duramax and Ford 6.7, and both chose the V-8 layout.
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12/12/12 05:54pm |
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RE: 2 million
The Dodge Cummins was first sold in the Dodge trucks in 1989 which is true and was redesigned from the 5.9 L to the now 6.7 L so it's only the Cummins name that's the same as the engine's displacement is NOT! The Duramax was first sold in GM trucks in 2001 as a 6.6 L and still is and there was no such thing as a GM having a Duramax or even a Duramax available to put in any for sale vehicle before 2001.
Let's see now!
2013 Dodge's that could even have a Cummins since 1989 is now 24 years of time to reach 2 million. Duramax 6.6 L in GM trucks is getting close to the 2 million mark in sales in only 12 years and that's including the 2013's. 2001 - 2013.
Nearly the same number of diesel engines in Dodge/Ram production vehicles and GM production vehicles in 1/2 the time span! What's so great about Cummins finally getting to 2 million and taking 24 years to do it? Another golden example of the "tail trying to wag the dog"! So true it's the Big 2 and the little 1...
How can it be referred to as the Big 3 when one isn't even in the same league by far?
The real achievement is that they managed to even stay in the game at all, when under similar circumstances, Cat dropped out altogether.
The new emissions rules (EPA 2003 / EPA 2008 / 2010 / 2014) have just about single handedly restructured the entire industry.
Navistar fell off the cliff, first with Ford and then with massive EGR.
Cummins was big enough to survive the massive EGR dead end.
The bigger challenge is the GHG emissions rules, which makes the massive, old cast iron block very hard to work with.
They got a big job ahead of them from EPA 2014 onwards when the new rules really bite.
Open question whether the 6.7 ISB will survive in its present form for the light duty market.
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12/12/12 02:57pm |
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RE: 2 million
really not that impressive, GM hit 1 million in 2007 and 1.5 million last month.
But it gets you off good for you.
They only get off for good behavior unless there is a mandatory minimum or a really slick attorney involved.
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12/12/12 10:34am |
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RE: 2 million
Amortizing non-recurring engineering costs over 2 million units over 20ish years.
No wonder they can't afford to do much.
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12/12/12 08:25am |
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RE: 2014 Chevy Silverado reveal this Thursday...
Now if RAM would quite running that commercial that their HD's don't require DEF! Maybe RUMS marketing group doesn't know about the '13 HD models require DEF (Where's Sergio when you need him). :B
Of course the pre-2013MYs don't need DEF, why, it needs the cost of that DEF multiplied by about 4 times to pay for the extra fuel it burns!
Sergio, last heard, is busy rounding up females for his next lobbying trip to get bailout money.
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12/11/12 08:45pm |
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RE: Bumper Power
Since you don't want to use the power, could you pull your fuse and send it to me?? I would be very appreciative.
The fuse is available at any auto shop, it is a standard device.
Cheaper than postage, and no waiting.
Recommend you fuse for exactly the load you plan, plus 20% safety and not any more.
A higher than needed fuse risk damage to the entire system in the event of a short.
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12/11/12 06:16pm |
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RE: Bumper Power
And just what is your point?? The 40 amp fuse is what GM calls for
That sounds like very aggressive fusing that risk excessive current draw.
Thumbnail with a 105amp alternator nominal rating is the vehicle has 250watt of exportable power.
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12/11/12 06:13pm |
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RE: Bumper Power
Doing my math a 60 amp alternator will put out in theory 720 watts at 12 volts, 13.8 volts gives you 828 watts.
Not sure what size alternator came with the OPs rig. Doubt whether it is anything less then a 60 amp. I would think closer to 90 amp.
Just looked on line. Standard equipment is 105 amp.
Now, what is the output at idle?
What is the "hot" output at idle?
"Hot" output max?
And what is the base load requirements of the vehicle (day), and (night)?
What accessory load is in the vehicle under normal travel?
Residual "exportable" power left?
What is the duty cycle at rated?
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12/11/12 05:54pm |
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RE: 2012 Ram Cummins -Auto or Manual?
Head gasket failure on the 6.7 is so rare it's not even worth mentioning.
Not for deleted and tuned 6.7 trucks... Head Gasket Failure
I didn't have to go past the first page at the Cummins forum to find a head gasket failure. Keep in mind most of these guys perform the deletes which commands a tuner and pop goes the gasket!
Failure rate of tuned and deleted Cummins 6.7 comparable to tuned and deleted / modded Ford 6.0s?
:B
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12/11/12 05:33pm |
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RE: Bumper Power
Hate to pop bubbles...
But lets do the math here.
40amp @ 12V nominal is 480 watt.
Highly doubt your alternator and electrical system have 480 watt of exportable power --- at least not for long.
Find out the size and duty cycle of the alternator, and what the actual exportable power is in your rig...
Just because a 40amp fuse is there does not mean there is that much power to tap.
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12/11/12 05:23pm |
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RE: Need YOUR advise! New To RVing!
Why not a used 2-ton Freightliner M2 for only $130,000. Then he could pull anything in the future. He would only need to worry about the truck payments and the fuel bills and where to park it.
That little pipsqueak of a Freightliner M2 is not good enough.
Try this:
http://www.armystudyguide.com/content/moxiepix/b1_1758.jpg height=350 width=300
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12/11/12 05:13pm |
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RE: Bumper Power
If you do not see a fuse / fusible link on this 12V 2 prong connection, ideally close to the battery, disconnect it fast from the battery.
It is a hazard.
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12/11/12 03:34pm |
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RE: Buying used diesels...
So, post 2003, buy a gasser... Got it.
Gas that was modded, tuned, etc. or failed to have proper maintenance and in particular, used unapproved biofuels like E100 are in the same boat.
The only saving grace is the cheap motors and how cheap it is to replace the entire motor.
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12/11/12 03:11pm |
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RE: Buying used diesels...
The lesson out of this is that I would no longer touch (unless it is being given away) a used diesel older than EPA 2003 unless:
- The dealer warranty system confirms no major work ever done
- Dealer inspection confirms that there was never a tuner or other mod on it.
- All emissions gear validated and working properly.
Even then, it is very hard to figure out if it was run on bad / unapproved bio or other fuels.
Buying a used diesel, regardless of brand, is now a risky proposition.
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12/11/12 11:47am |
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Buying used diesels...
If this wasn't on the H&S site... I'd treat it as a prank:I have a 2011 Ram 3500 with a mini maxx, H&S 5" turbo back exhaust with muffler, H&S ERG/cooler delete,and stage 2 AFE intake, and all this installed in the truck before i rolled it off my dealers lot.
I had my first problem with my truck driving home from work, the truck just jumped into limp mode and locked out 5th and 6th gear and would not allow 4th gear to get lockup. I stopped and had DTC p0721 i phoned my dealer and they gave me a thought and said to clear the code and see what happened. I cleared the code and and as soon as I put my truck into gear the p0721 returned and an additional p0933 code and the truck would not shift out of first gear. p0721 Output Speed Sensor Circuit Range/Performance and p0933 Hydraulic Pressure Sensor Range/Performance. I made a call and had my truck towed to a dealership, please keep in mind this is not MY dealer.
Long story short they immediately informed me that my mini maxx programer was the culprit before even diagnosing my truck and voided my warranty without even talking to me. Anyways I will keep to the point they said the programmer was the cause so I pulled it and had them clear everything and return the truck to stock. My truck seemed fine when I picked it up and drove to my destination @100kms away from the dealership. I parked the truck on Friday night and fired it up this morning and bang same thing truck is in limp mode and won't shift out of first gear again.
I forgot to mention also the retards at the dealership I am trying to work with forgot to mention that they also found the additional codes on my truck aswell. U0141 Lost Communication With Body Control Module A, U0101 Lost Communication with TCM, U0100 Lost Communication With ECM/PCM A, U0415 Invalid Data Received From Anti-Lock Brake System Control Module, and p2706 Shift Solenoid F which they also had to clear.
Conclusion: I am no expert at all, but I DO NOT think that this has anything to do with my H&S mini Maxx programer, to me it sounds like an electrical fault, grounding issue, wiring issue or possibly a fuse.
What I am hoping is that anyone from H&S or that uses this forum might have some insight or trouble shooting ideas that i could employ to try and figure out what is going on with my truck.
Thanks
Whole thread.
Later post claim the whole thing got resolved under warranty --- bad speed sensor.
Then, another post with the same problem.. burnt trans fluid.. and the thread got closed quick!
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12/11/12 04:57am |
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RE: storing diesel P/U advice
The problem is going to be biodiesel.
Don't know your local biofuel percentage, but if you can, I'd get the tank close to empty and put in diesel biocide and so on.
Consider draining out a sample to evaluate before running the stuff.
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12/11/12 04:14am |
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RE: Think I found a good deal...
If I were to guess, the fella that bought it got it at GM employee price.
The dealer is being too greedy --- go for a much bigger discount.
And an extended warranty to 150,000 miles / 7 years thrown in.
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12/09/12 12:58pm |
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