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 > Your search for posts made by '4x4ord' found 57 matches.

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  Subject Author Date Posted Forum
RE: I'm curios about the 6.7.

We still have two old GMs, a real old Dodge an '05 RAM and 3 newer Fords on the place. In my opinion the 2011 and newer Fords, 2013 and newer Rams and 2014 and newer GMs are the trucks to buy.
4x4ord 04/18/16 05:10am Tow Vehicles
RE: I'm curios about the 6.7.

If you're set on an '07 Ram I go with the 5.9 but if I was buying an old diesel pickup it would be an 06 or 07 Duramax.
4x4ord 04/17/16 09:37pm Tow Vehicles
RE: Long Box vs Short Box and slip hitch for 5th wheel

My first truck for pulling a fifth wheel trailer was a crew cab long box. I'm now on my third shortbox. I've never used a sliding hitch and find the shortbox a bit of an inconvenience but obviously not a real big deal. If I ever get a sliding hitch it will be an automatic one such as the Pullrite Superglide, or I may purchase a Reese Sidewinder....Unless I end up going to a dually at some point I'll be sticking with a 6.75 ft box.
4x4ord 04/15/16 07:54am Tow Vehicles
RE: Ditched the 1/2 ton.

Nice truck, congratulations. I'm kind of curious how that payload (2300 lbs) compares to that of your Tundra?
4x4ord 04/15/16 05:54am Tow Vehicles
RE: Gear ratio advice 3:73 or 4:30 on Super Duty

Overloading a truck (to the degree I do) is not wise. Duals for heavier trailers have something to offer. But gear ratios are different. A higher numeric gear ratio is a disadvantage when it is not needed. It will still do the job just not as efficiently as the truck with the right gears.
4x4ord 04/14/16 06:57am Tow Vehicles
RE: Gear ratio advice 3:73 or 4:30 on Super Duty

Luckily for me I have more faith in fords engineering skills and trust that they may have thought about these things when trying to pull the highest tow rating from their 1 ton trucks. Exactly. The srw trucks are designed for towing small RVs upto about 16000 lbs and have 3.31 and 3.55 rear ends. It's not till you're towing over something like 24,000 lbs that they put you into the 4.30 ratio. And even at that weight a person may or may not be happier with 4.30 gears than 3.73.....it depends on the road surfaces and hills. Rv'ers typically run on nice smooth hard surfaces and some use their truck running empty more than towing. For instance even though I tow 30,000 lb trailers with my srw I would rather size my truck for running empty (and towing my little RV) and make due with what I have for the times I tow real heavy.
4x4ord 04/14/16 06:37am Tow Vehicles
RE: Gear ratio advice 3:73 or 4:30 on Super Duty

Prior to the days of computers a diesel engine was always able to obtain it's greatest efficiency at the RPM where it produced its highest torque value. Today I don't believe that is necessarily true. As a general rule, though, gearing up and throttling down conserves fuel. So running 1700 rpm is great when you need less than 260 HP. So running in 6th at 1400-1700 is ideal for light loads. So again the low power demands go through the overdrive gears.
4x4ord 04/13/16 09:08pm Tow Vehicles
RE: Gear ratio advice 3:73 or 4:30 on Super Duty

If you hook a heavier trailer onto that truck with the 3.73 gears and you are regularly pulling loads where the engine doesn't have the power to maintain 50 - 60 mph than it is time to think about 4.30 gears. For instance at 2650 engine rpm with 4.30 gears the truck will be traveling about 50 mph in 4th gear. The 3.73 truck would choose between 3rd gear running at 3030 rpm or 4th gear running at 2300, neither is as ideal.
4x4ord 04/13/16 07:35pm Tow Vehicles
RE: Gear ratio advice 3:73 or 4:30 on Super Duty

The point is that running power through gears produces heat. The less you speed up and slow down shafts the more efficient you are at getting that power to the pavement. This is why the engineers have designed overdrive gears into transmissions. The idea is that when high power is required the transmission will drop out of the overdrive gears to increase the engine rpm and run the power through gears closer to direct. So when high power is required it is better to be running in 4th gear at 2770 rpm and 60 mph with 3.73 rear gears than to be running 60 mph in 5th gear with 4.30 gears at 2387 engine rpm. For one thing the engine can produce more power at 2770 rpm than it can at 2387 and secondly the prpeller shaft is not being uneccessarily sped up just to be slowed back down by the rear end. I'm not saying that your set up is not going to work but I am saying that for lighter trailers such as all but the very heaviest of RV's 3.73 gears are a better choice than 4.30 gears with the new powerful diesels.
4x4ord 04/13/16 07:03pm Tow Vehicles
RE: Gear ratio advice 3:73 or 4:30 on Super Duty

Wow...all the expert opinions yet only a few of us with real world experience. I have a 2016 f350 drw diesel with 4.30 gears, as I posted earlier but I was slightly wrong on the engine rpms, at 70mph the truck turns 2200rpms. I have yet to experience such heat or struggle that some think I would. Also as I noted earlier I have the heavy tow package wihich gives it the wide track front axle as used in the f450. And it has tighter turning radius than my previous f250 crew long bed, both truck s are the same length. I have zero regrets buying this truck as it is configured, just wish I did it last year when I bought my 5th wheel. If you don't think your producing any heat try bypassing the transmission cooler and see how far you go. I did point out that the advantage of a tighter turning radius might offset the advantage of having the right gears for some individuals.
4x4ord 04/13/16 05:41pm Tow Vehicles
RE: Gear ratio advice 3:73 or 4:30 on Super Duty

What people are failing to understand is that you create heat....loose power when you transmit power through gears. If you want your engine tuning at say 2200 rpm you can run in fifth gear with a 3.73 rear end or sixth gear with a 4.30 and either way your traveling almost the identical speed. The 4.30 set up is speeding the drive way up in the transmission and then slowing it way down in the rear end so it will loose more power to heat and put less power to the pavement. Additionally the 4.30 set up looses the benefit that the 3.73 has of being able to shift up and drop the RPM down to 1700 when the load is very light. Unless your regularly pulling 30,000 lbs or running in very steep hills or off road where highway speeds are not attainable you don't want 4.30 gears for an RV. If you think the advantage of having a tighter turning radius out weighs having the right gears then do what you want. Does the f350 with 4.30 gears even come with the wide track front axle?
4x4ord 04/13/16 04:59pm Tow Vehicles
RE: Gear ratio advice 3:73 or 4:30 on Super Duty

+1 on the 3.73. The engine will be wound out at 65MPH with the 4.30 gears, but it will go straight up the mountain, pulling a mountain, in 6th gear. You don't want it to be pulling hard in 6th gear. That is why the top two gears are overdrive.....when the axle ratio is sized right for the work the truck is doing the transmission will downshift to 4th gear and the engine will rev to where it makes its power. So when the truck is using its power you want the power running straight through the transmission (4th gear) so there is less parasitic power loss. Overdrive gears are for cruising. If your truck is pulling 6% grades in 6th gear you've got the wrong truck for your RV unless you're pulling 14% grades the rest of the time.
4x4ord 04/13/16 08:57am Tow Vehicles
RE: 2011-2015 Duramax injector pump failure.

Many people around hear are running new diesels. I don't personally know of anyone who has had a pump failure. There are five Fords and two GMs with the CP4 pump in my family....no issues.
4x4ord 04/13/16 07:48am Tow Vehicles
RE: Gear ratio advice 3:73 or 4:30 on Super Duty

The srw is offered in 3.31 and 3.55. The dually in 3.73 and 4.30. I pull very heavy trailers in sometimes very soft ground with my 3.55 ratio. (I sometimes pull over 30,000 lbs with my truck). I put just under 100000 miles on my 2011 and had zero issues with it. These new trucks are capable of putting 23000 lb ft of torque on the rear axle in low gear with a 3.55 ratio rear end. I hardley notice a trailer behind me starting out with the 3.55 axle. Don't even think about putting a 4.30 in your truck. If want more torque on your axle to back a trailer onto some blocks or pull it though mud or soft ground you can always shift to 4 low. In 4 low you can stick a 6" block behind your trailer wheel and the truck will push a 16,000 lb trailer up on the block by shifting the transmission into R and removing your foot from the brake. I wish I could have gotten a 3.31 ratio in my new Platinum but that ratio is not offered with 20" wheels. (Which all Platinum srw trucks come with)http://i1117.photobucket.com/albums/k585/4x4ord/2012-03-28155731.jpg height=800
4x4ord 04/13/16 06:05am Tow Vehicles
RE: new truck cost!!

The $60,000 (40k + 20k interest) I spent buying my 97 Cummins turned out to be a good investment. Depreciation is long gone and appreciation has begun, and the engine is only at a 1/4 of its useful life (but I'm at 3/4 of my useful life). In 2014 it pulled TTs across Canada over 35000 miles and coasted for 35000 miles, with no mechanical problem. I doubt the 2016s with their paper thin skin, electronics and anti-pollution systems will perform for 20 years for as little as the 2nd gen. We had a '98 RAM. It got great fuel economy....if your goal is to save money I can see why you might want to continue running your old '97 but the new RAM, Ford and Chevy are absolutely incredible tow vehicles. The new RAM puts about 3 times as much torque to the rear axle as what the RAM from '97 could do. I expect all of the new diesels are easily capable of over 300,000 miles.
4x4ord 04/11/16 11:17pm Tow Vehicles
RE: How much to you know about engine technology

I think I got 25 out of 30 but I was guessing on practically every date and who was first question....and got pretty lucky with my guesses. I answered the question which read something like "what do modern engines use for cooling" wrong. The answers included both liquid and air.....I thought "well air cooled engines use air and liquid cooled engines use air as well so air is a better answer than liquid" but I guess that wasn't the right kind of logic. And the spark plug fires on the compression stroke.
4x4ord 04/09/16 08:37am Tow Vehicles
RE: Tire type advice

When tires are new I find anything works. But eventually you end up with this tread pattern: http://i1117.photobucket.com/albums/k585/4x4ord/littlebitleft_zps4a9c1629.jpg height=300 I've got two sets of rims now so I won't have to run bald tires in the snow.
4x4ord 04/09/16 05:47am Tow Vehicles
RE: Longevity of the detuned 6.7 Powerstroke

I can understand why you feel a manufacturer shouldn't be required to cover damage from contaminated fuel but I on the other hand if they were required to cover the damage they would likely install a filter or other such device that would prevent fluid other than diesel from reaching the pump.
4x4ord 04/06/16 08:25pm Tow Vehicles
RE: Longevity of the detuned 6.7 Powerstroke

If the pumps are all destined to premature failure we should be hearing story after story of pump failures as the 2011 Ford and GM trucks are getting higher miles on them.... it doesn't seem to be happening yet and there is likely many 2011s out there with 200k miles on them. I guess if and when the failure rate starts to escalate we will be able to make a judgement as to when we replace our pumps. I saw an outfit advertising the updated 2015 pump for around $1000.
4x4ord 04/06/16 09:18am Tow Vehicles
RE: Longevity of the detuned 6.7 Powerstroke

Here is a Link to a page that describes some of the engine upgrades. The injection pump has been addressed. Somewhere I've read that the new pump has a longer stroke. Unless Bosch found a way to keep the insides of the 4.2 pump inside it, all they have done is made it more resistant to wear. In the end, all HPFP will eventually fail. The question remains when. The difference is a CP3 keeps it's insides inside. You replace the pump and go on with life. A CP4 eventually disintegrates and pushes all that metal through the fuel system before you ever know there is a problem. End up replacing the entire fuel system. My personal belief is that there was something wrong in the manufacturing process of the CP 4.2 pump. A handful of pumps (initially about 4%) were destined to premature failure. I believe Bosch corrected what ever it was that was allowing for those pumps to be built without disclosing the actual flaw so they wouldn't have to admit fault. If the pumps were all destined for failure the failure rate would be growing at an increasing rate as more pumps get out there with higher mileage. It seams to me the opposite is true....as time goes on I am hearing less of failing pumps. In fact, I have yet to run into a single person who has experienced a pump failure. I suppose, so long as the pumps normally last over 500,000 miles someone who plans on putting a million miles on their truck could have a new pump installed at the 500,000 mile mark as preventative maintenance.
4x4ord 04/06/16 03:40am Tow Vehicles
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