'07 SUPERDUTY Twin Tubo CAT engine?
#136
12-05-2005 | 09:22 PM
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yeah i know ya'll hate me but im back to insert my .02.
i agree w/ ford390gashog why don't they consider an inline design. i know ya'll love ur little v-8s but why did the otr trucks start w/ inlines go to v-8s and then go back top inline. well from talking to alot of old otr truckers that have driven them all say that there was just as much power at a lower more useable rpm w/ better fuel econemy. one guy i talked to once said that he had an old mack v-8 and it couldn't pull worth a darn had to give it fuel to start and wouldn't go anywhere w/o ur foot all the way in the floor. he said it was absolutly gutless. the inline cummins he had after it he said pulled hard all the way through the rpm band and used only half the throttle to get going. ok now i understand that he may have exagerated a little since he is of that era that tells u he walked to school up hill both ways w/ no shoes and in the snow but there are many people like him that say the same thing.
as for power the v-8 is a reving engine not something diesel is known for. the idea behind it was to get a high speed motor that had a large displacement for a realitivly small package. the inline desgin is a grunt design its rpms are limited since it has a longer stroke, stroke being the main factor in limiting its speed, this makes for more tq both the inline and long stroke puts the power much lower in the rpm. if u don't belive me and want proof theres a guy looking to turn up the power on his idi because his buddies 1/2 ton w/ a 300 i6 can pull the same weight the same w/ taller gears and the only time he gets away from his buddy is on a hill and thats not lack of power but the 3.01 rear gears the i6 has. more proof is in the tractor pulls that mean nothing to ya'll and if u don't want to look at the pulls look at the farm tractors that have been using inlines for nearly all the life of the tractor. they use it because it can grunt its way through the field while a v-8 would just bog down and die or pull very poorly.
i agree w/ ford390gashog why don't they consider an inline design. i know ya'll love ur little v-8s but why did the otr trucks start w/ inlines go to v-8s and then go back top inline. well from talking to alot of old otr truckers that have driven them all say that there was just as much power at a lower more useable rpm w/ better fuel econemy. one guy i talked to once said that he had an old mack v-8 and it couldn't pull worth a darn had to give it fuel to start and wouldn't go anywhere w/o ur foot all the way in the floor. he said it was absolutly gutless. the inline cummins he had after it he said pulled hard all the way through the rpm band and used only half the throttle to get going. ok now i understand that he may have exagerated a little since he is of that era that tells u he walked to school up hill both ways w/ no shoes and in the snow but there are many people like him that say the same thing.
as for power the v-8 is a reving engine not something diesel is known for. the idea behind it was to get a high speed motor that had a large displacement for a realitivly small package. the inline desgin is a grunt design its rpms are limited since it has a longer stroke, stroke being the main factor in limiting its speed, this makes for more tq both the inline and long stroke puts the power much lower in the rpm. if u don't belive me and want proof theres a guy looking to turn up the power on his idi because his buddies 1/2 ton w/ a 300 i6 can pull the same weight the same w/ taller gears and the only time he gets away from his buddy is on a hill and thats not lack of power but the 3.01 rear gears the i6 has. more proof is in the tractor pulls that mean nothing to ya'll and if u don't want to look at the pulls look at the farm tractors that have been using inlines for nearly all the life of the tractor. they use it because it can grunt its way through the field while a v-8 would just bog down and die or pull very poorly.
#137
12-05-2005 | 09:38 PM
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You just don't give up
It's been covered many times in here, and on other websites. One of the main reasons inline engines are used in big rigs is shearly for the ease in maintenance come over haul time. It's so much easier to work on a big straight six engine when being overhauled, and reduces down time by a lot. Not because V8 engines 'can't make power in the lower RPM range'. V8 engines are capable of creating tons of low end torque, infact, they do.
Have you ever actually driven a Powerstroke diesel? That's my question to you.
It's been covered many times in here, and on other websites. One of the main reasons inline engines are used in big rigs is shearly for the ease in maintenance come over haul time. It's so much easier to work on a big straight six engine when being overhauled, and reduces down time by a lot. Not because V8 engines 'can't make power in the lower RPM range'. V8 engines are capable of creating tons of low end torque, infact, they do.
Have you ever actually driven a Powerstroke diesel? That's my question to you.
Last edited by NickFordMan; 12-05-2005 at 09:41 PM.
#140
12-05-2005 | 11:51 PM
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Joined: May 2004
Posts: 18,789
Likes: 18
From: Melbourne, Aus
Originally Posted by mhannink
yeah i know ya'll hate me but im back to insert my .02.
i agree w/ ford390gashog why don't they consider an inline design. i know ya'll love ur little v-8s but why did the otr trucks start w/ inlines go to v-8s and then go back top inline. well from talking to alot of old otr truckers that have driven them all say that there was just as much power at a lower more useable rpm w/ better fuel econemy. one guy i talked to once said that he had an old mack v-8 and it couldn't pull worth a darn had to give it fuel to start and wouldn't go anywhere w/o ur foot all the way in the floor. he said it was absolutly gutless. the inline cummins he had after it he said pulled hard all the way through the rpm band and used only half the throttle to get going. ok now i understand that he may have exagerated a little since he is of that era that tells u he walked to school up hill both ways w/ no shoes and in the snow but there are many people like him that say the same thing.
as for power the v-8 is a reving engine not something diesel is known for. the idea behind it was to get a high speed motor that had a large displacement for a realitivly small package. the inline desgin is a grunt design its rpms are limited since it has a longer stroke, stroke being the main factor in limiting its speed, this makes for more tq both the inline and long stroke puts the power much lower in the rpm. if u don't belive me and want proof theres a guy looking to turn up the power on his idi because his buddies 1/2 ton w/ a 300 i6 can pull the same weight the same w/ taller gears and the only time he gets away from his buddy is on a hill and thats not lack of power but the 3.01 rear gears the i6 has. more proof is in the tractor pulls that mean nothing to ya'll and if u don't want to look at the pulls look at the farm tractors that have been using inlines for nearly all the life of the tractor. they use it because it can grunt its way through the field while a v-8 would just bog down and die or pull very poorly.
i agree w/ ford390gashog why don't they consider an inline design. i know ya'll love ur little v-8s but why did the otr trucks start w/ inlines go to v-8s and then go back top inline. well from talking to alot of old otr truckers that have driven them all say that there was just as much power at a lower more useable rpm w/ better fuel econemy. one guy i talked to once said that he had an old mack v-8 and it couldn't pull worth a darn had to give it fuel to start and wouldn't go anywhere w/o ur foot all the way in the floor. he said it was absolutly gutless. the inline cummins he had after it he said pulled hard all the way through the rpm band and used only half the throttle to get going. ok now i understand that he may have exagerated a little since he is of that era that tells u he walked to school up hill both ways w/ no shoes and in the snow but there are many people like him that say the same thing.
as for power the v-8 is a reving engine not something diesel is known for. the idea behind it was to get a high speed motor that had a large displacement for a realitivly small package. the inline desgin is a grunt design its rpms are limited since it has a longer stroke, stroke being the main factor in limiting its speed, this makes for more tq both the inline and long stroke puts the power much lower in the rpm. if u don't belive me and want proof theres a guy looking to turn up the power on his idi because his buddies 1/2 ton w/ a 300 i6 can pull the same weight the same w/ taller gears and the only time he gets away from his buddy is on a hill and thats not lack of power but the 3.01 rear gears the i6 has. more proof is in the tractor pulls that mean nothing to ya'll and if u don't want to look at the pulls look at the farm tractors that have been using inlines for nearly all the life of the tractor. they use it because it can grunt its way through the field while a v-8 would just bog down and die or pull very poorly.
Or is it just "your $0.02" on data. (negating the need to have an "$0.02")
Because my experience in designing and calibrating engines says you can get a V8 and get it to make as much torque (or more) than an equivelant Inline 6.
People equate engine configuration (and other things, like an engine having pushrods) with it having more torque...
It is nothing short of completely INCORRECT.
There are so many variables when equating the torque an engine produces at low rpms.
I understand you may not be all that familiar with some of them, so I shall deliberate further.
One of the simplest is Stroke/Bore ratio, for example the Powerstroke's ratio is 1.104. A higher Stroke/Bore ratio essentially means more low rpm torque (coupled with things like less higher rpm power).
Others are turbo sizing and posistioning. (A smaller turbo generally means more low rpm torque)
Another is inlet manifold length (longer inlet runners = more low rpm torque)
Camshaft timing and duration is another.
There are literally 100s of other things that need to be added into it, engine configuration (I6, V8, W12 etc.) is one of them, but it plays very little bearing into it.
The primary reason OTR trucks, and agricultural tractors primarily use I6's is due to many things.
1. Their emissions requirements are less stringent.
2. Marketing (OTR truckers, and farmers associate I6=good, likewise, car/pickup truck owners associate V8=good)
3. Ease of rebuilding - the average car will never get its engine rebuilt. However an OTR truck will get its engine rebuilt probably twice or 3 times.
4. Packaging. Meeting crash regs for a car manufacturer is a whole lot easier with a V8 than a 6. Likewise, fitting an I6 in traditional style tractor is much easier than a V8.
5. Cost. I6s are cheaper to produce than a V8 for an engine produce (the differences are less pronounced for gas cars/trucks)
(Just for the record, one of our tractors we just sold was a V8 - Steiger Tiger III if you are interested)
Last edited by BigF350; 12-06-2005 at 12:21 AM.
#141
12-06-2005 | 03:20 AM
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nickfordman yes i have driven a 7.3 powerstroke its a 99 450 6spd 4.88 gears and it has no low end what so ever i take off w/ six tons and it feels like its gonna die on me i have to becareful not to let the clutch out to fast or it will die. we also have a 94 dodge 1ton cummins 5spd and 3.50 rears it will pull 15k like its not there put it in gear and go and it just takes right off hardly looses idle speed and it will pull hill far faster and at lower rpm then our ford. a good test of this was when we went up new preist grade in northern cali. now i know ur not familar w/ this but thats fine. this this grade is faily steep if i where to guess id say 8 to 10% but im not really sure anyways we go camping in yosemite we have 8 horses w/ us 6 are in the dodge and 2 in the ford our dodge walked away from the ford. yeah it was kinda slow but the ford couldn't pull as well i beilive my dad in the ford was in 2nd or 3rd doing almost 3k rpm my mom in the dodge was 4 and doing about 1900 and w/ just a little throttle could walk away from my dad who if u look at the truck and less weight and lower gears but the inline hardly had to work it was in it power band and pulling just fine the psd was wound out thats about as hard core proof as i can give u call it what u want it was true we all say it.
the other thing to look at is banks again now they are using a v8 dmax for high rpm high endurance racing because it can rev i don't see them using the cummins why well cause it can't rev but the v8 can seems kinda obvious doesn't it
now what big 350 says. yes, there are many variables and one thing that the inline has the advantage in for turbo diesels anyways is the tubro placement they can place it right next to the exhaust manifold where there is the highest velocity air creating faster spool, psd is a little ways off and loses alot of heat in the process slowing spool up. the pluming to the intake seems about the same on both engines the cummins bore/stroke ratio is the 5.9 has about the same amount of cubes as a 6.0 and the bore and stroke of the cummins is 4.02x4.72 and the ford 6.0 is 3.74 x 4.13 the 7.3 is 4.11x4.18 those are very close yet the cummins will pull better and ive seen it pull better. also lift and duration make a differance. but really it all boils down to the stroke. the inline 6 of the same displacement will have a longer stroke in order to get the volume that a v8 has w/ 2 more cyinders will have. therefor the v8 will have a smaller stroke. this allows for more safe cylinder speed and directly related to that will be higher rpm. u can look at racing and high end sports cars they are all v desgins that have big bores and small stokes so they can make lots of power and still spin but the short stroke makes for weak bottom end power but they can spin and go fast. on the flip side trucks that have inlines cars too for that matter may not be as fast at the top end but they sure can come off the line in a flash. whatch the cummins dragster its extremly quick off the line but as it gets down the track its not so hot but the psd's are not as fast off the line as the cummins but at the end of the run they are spooling up and making power. basicaly yeah a v8 can be made to have low end like an inline but no one builds them to do that and really the stroke limits the potential to do so
oh and to end it no i never give up. not in my vocabulary. im as stubborn as a mule and i do not fear anything or anyone except the God who made me
the other thing to look at is banks again now they are using a v8 dmax for high rpm high endurance racing because it can rev i don't see them using the cummins why well cause it can't rev but the v8 can seems kinda obvious doesn't it
now what big 350 says. yes, there are many variables and one thing that the inline has the advantage in for turbo diesels anyways is the tubro placement they can place it right next to the exhaust manifold where there is the highest velocity air creating faster spool, psd is a little ways off and loses alot of heat in the process slowing spool up. the pluming to the intake seems about the same on both engines the cummins bore/stroke ratio is the 5.9 has about the same amount of cubes as a 6.0 and the bore and stroke of the cummins is 4.02x4.72 and the ford 6.0 is 3.74 x 4.13 the 7.3 is 4.11x4.18 those are very close yet the cummins will pull better and ive seen it pull better. also lift and duration make a differance. but really it all boils down to the stroke. the inline 6 of the same displacement will have a longer stroke in order to get the volume that a v8 has w/ 2 more cyinders will have. therefor the v8 will have a smaller stroke. this allows for more safe cylinder speed and directly related to that will be higher rpm. u can look at racing and high end sports cars they are all v desgins that have big bores and small stokes so they can make lots of power and still spin but the short stroke makes for weak bottom end power but they can spin and go fast. on the flip side trucks that have inlines cars too for that matter may not be as fast at the top end but they sure can come off the line in a flash. whatch the cummins dragster its extremly quick off the line but as it gets down the track its not so hot but the psd's are not as fast off the line as the cummins but at the end of the run they are spooling up and making power. basicaly yeah a v8 can be made to have low end like an inline but no one builds them to do that and really the stroke limits the potential to do so
oh and to end it no i never give up. not in my vocabulary. im as stubborn as a mule and i do not fear anything or anyone except the God who made me
#142
12-06-2005 | 06:24 AM
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Joined: May 2004
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From: Melbourne, Aus
Originally Posted by mhannink
nickfordman yes i have driven a 7.3 powerstroke its a 99 450 6spd 4.88 gears and it has no low end what so ever i take off w/ six tons and it feels like its gonna die on me i have to becareful not to let the clutch out to fast or it will die. we also have a 94 dodge 1ton cummins 5spd and 3.50 rears it will pull 15k like its not there put it in gear and go and it just takes right off hardly looses idle speed and it will pull hill far faster and at lower rpm then our ford.
hmmm....
now what big 350 says. yes, there are many variables and one thing that the inline has the advantage in for turbo diesels anyways is the tubro placement they can place it right next to the exhaust manifold where there is the highest velocity air creating faster spool, psd is a little ways off and loses alot of heat in the process slowing spool up.
A turbo is fundamentally a pressure pump - which converts manifold pressure into positive intake pressure.
the pluming to the intake seems about the same on both engines the cummins bore/stroke ratio is the 5.9 has about the same amount of cubes as a 6.0 and the bore and stroke of the cummins is 4.02x4.72 and the ford 6.0 is 3.74 x 4.13 the 7.3 is 4.11x4.18 those are very close yet the cummins will pull better and ive seen it pull better.
but really it all boils down to the stroke. the inline 6 of the same displacement will have a longer stroke in order to get the volume that a v8 has w/ 2 more cyinders will have. therefor the v8 will have a smaller stroke.
this allows for more safe cylinder speed and directly related to that will be higher rpm.
u can look at racing and high end sports cars they are all v desgins that have big bores and small stokes
If you don't believe me, here are the results of Targa Tasmania Australias largest race - I counted 4 V8 entries in total that finished the modern competition (2002 Holden Monaro CV8 T3, 2002 Bullet Roadster, 1988 Giocattolo Group B, 1988 Holden Commodore SS Group A)
so they can make lots of power and still spin but the short stroke makes for weak bottom end power but they can spin and go fast
on the flip side trucks that have inlines cars too for that matter may not be as fast at the top end but they sure can come off the line in a flash.
If engineering principles don't seem to work for you, watch these 2 videos.
Video 1
Video 2
According to your principles, which one has the V8, and which has the I6?
Last edited by BigF350; 12-06-2005 at 04:19 PM.
#143
12-06-2005 | 04:14 PM
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My grandpa still runs a 4 minute mile. (that was directed at no one)
Originally Posted by BigF350
So, a 7.3 with 4.88's will hardly move 6tons, yet a Cummins with less power and 3.50's (should be 3.55's) moves a heavier load as if its not even there.
hmmm.... And I am sure you would understand that flow rate (do not confuse this with the velocity) would be the same at both the exhaust ports and the turbo housing irrespective of where the turbo is situated.
A turbo is fundamentally a pressure pump - which converts manifold pressure into positive intake pressure.
It depends what you define as "pull" better. A stock 6.0l will pull a load quicker than a stock Cummins...
It will also have two more cylinders firing every 4 crankshaft rotations, negating the shorter initial stroke. In diesels "safe" cylinder speed rarely come into it.Well you may quite well speak for the American market, but here the majority of vehicles that race are flat 4 (Subaru's), Inline 4's (Mitsubishi Evo's and Lotuses), Inline 6's (Skylines and Falcons), Flat 6's (Porsches) and Rotaries (RX-7's). Not a V8 amongst them - for racing the Australian market finds the heavy front end associated with a V8, poor got sport car handling...
If you don't believe me, here are the results of Targa Tasmania Australias largest race - I counted 4 V8 entries in total that finished the modern competition (2002 Holden Monaro CV8 T3, 2002 Bullet Roadster, 1988 Giocattolo Group B, 1988 Holden Commodore SS Group A) So you can make the similar assumption about a 460 Ford truck motor, a 502 Chevy. Well I can tell you one thing. Neither (in a stock configuration) can spin and go fast.
Ok.
If engineering principles don't seem to work for you, watch these 2 videos.
Video 1
Video 2
According to your principles, which one has the V8, and which has the I6?
hmmm....
And I am sure you would understand that flow rate (do not confuse this with the velocity) would be the same at both the exhaust ports and the turbo housing irrespective of where the turbo is situated.A turbo is fundamentally a pressure pump - which converts manifold pressure into positive intake pressure.
It depends what you define as "pull" better. A stock 6.0l will pull a load quicker than a stock Cummins...
It will also have two more cylinders firing every 4 crankshaft rotations, negating the shorter initial stroke. In diesels "safe" cylinder speed rarely come into it.Well you may quite well speak for the American market, but here the majority of vehicles that race are flat 4 (Subaru's), Inline 4's (Mitsubishi Evo's and Lotuses), Inline 6's (Skylines and Falcons), Flat 6's (Porsches) and Rotaries (RX-7's). Not a V8 amongst them - for racing the Australian market finds the heavy front end associated with a V8, poor got sport car handling...
If you don't believe me, here are the results of Targa Tasmania Australias largest race - I counted 4 V8 entries in total that finished the modern competition (2002 Holden Monaro CV8 T3, 2002 Bullet Roadster, 1988 Giocattolo Group B, 1988 Holden Commodore SS Group A) So you can make the similar assumption about a 460 Ford truck motor, a 502 Chevy. Well I can tell you one thing. Neither (in a stock configuration) can spin and go fast.
Ok.
If engineering principles don't seem to work for you, watch these 2 videos.
Video 1
Video 2
According to your principles, which one has the V8, and which has the I6?
#144
12-06-2005 | 07:03 PM
More Turbo
Joined: Nov 2005
Posts: 532
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From: Punta Gorda, Florida
Home today with the flu and found this thread. Had to laugh when a saw the thing about a twin turbo Cat. I thought this was settled awhile back. Then I read all the posts and relized this was an old thread. Seems to have gotten fired back up by somebody who got lost trying find his way to the Dodge Cummins lover's site. Looks like somebody justs loves to mess with people by spewing out nonsense. First of all very glad Ford will still have to Powerstroke/Superduty combo. I believe this is the best truck/engine and combination on the market. Don't get me wrong the Cat is a great engine but I don't care to have all those oil spots on the driveway, Cats love to mark their spot. Cummins is also a great engine to bad Dodge had to mess it up by putting it in their trucks. Hey anybody can still have a Caterpillar or even a Cummins in their Ford if they want, just buy a F650. That way you can have a good engine in a great truck. I'm looking foward to seeing the new Powerstroke 6.4tt. I hope it is as reliable as my 2001 F550 cc 4x4 no mods, with which I pull my 18,300lbs fifth wheel passing Dodges all the way.
#145
12-06-2005 | 07:11 PM
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What better way to compliment your Harley with a truck that does it too. (marking spots) 
Originally Posted by Batgeek
Home today with the flu and found this thread. Had to laugh when a saw the thing about a twin turbo Cat. I thought this was settled awhile back. Then I read all the posts and relized this was an old thread. Seems to have gotten fired back up by somebody who got lost trying find his way to the Dodge Cummins lover's site. Looks like somebody justs loves to mess with people by spewing out nonsense. First of all very glad Ford will still have to Powerstroke/Superduty combo. I believe this is the best truck/engine and combination on the market. Don't get me wrong the Cat is a great engine but I don't care to have all those oil spots on the driveway, Cats love to mark their spot. Cummins is also a great engine to bad Dodge had to mess it up by putting it in their trucks. Hey anybody can still have a Caterpillar or even a Cummins in their Ford if they want, just buy a F650. That way you can have a good engine in a great truck. I'm looking foward to seeing the new Powerstroke 6.4tt. I hope it is as reliable as my 2001 F550 cc 4x4 no mods, with which I pull my 18,300lbs fifth wheel passing Dodges all the way.
#146
12-06-2005 | 08:08 PM
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Originally Posted by mhannink
nickfordman yes i have driven a 7.3 powerstroke its a 99 450 6spd 4.88 gears and it has no low end what so ever i take off w/ six tons and it feels like its gonna die on me i have to becareful not to let the clutch out to fast or it will die. we also have a 94 dodge 1ton cummins 5spd and 3.50 rears it will pull 15k like its not there put it in gear and go and it just takes right off hardly looses idle speed and it will pull hill far faster and at lower rpm then our ford. a good test of this was when we went up new preist grade in northern cali. now i know ur not familar w/ this but thats fine. this this grade is faily steep if i where to guess id say 8 to 10% but im not really sure anyways we go camping in yosemite we have 8 horses w/ us 6 are in the dodge and 2 in the ford our dodge walked away from the ford. yeah it was kinda slow but the ford couldn't pull as well i beilive my dad in the ford was in 2nd or 3rd doing almost 3k rpm my mom in the dodge was 4 and doing about 1900 and w/ just a little throttle could walk away from my dad who if u look at the truck and less weight and lower gears but the inline hardly had to work it was in it power band and pulling just fine the psd was wound out thats about as hard core proof as i can give u call it what u want it was true we all say it.
This doesn't make any sense...the laws of physics tell us otherwise. I can bet that story was made up. A 7.3L with 4.88's...and you try and say that it has no low end? Now we know your full of bs. Go re-read what BigF350 said in his first response on this page.
the other thing to look at is banks again now they are using a v8 dmax for high rpm high endurance racing because it can rev i don't see them using the cummins why well cause it can't rev but the v8 can seems kinda obvious doesn't it
#147
12-07-2005 | 07:17 PM
Senior User
Joined: Dec 2003
Posts: 104
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From: Iowa
If i could put in my 2 cents 2 dollars whatever its worth to ya guys.......
mhannink isnt completely crazy if u take a v-8 and an inline six of compareable size the inline will always kick the 8 in the nuts when it comes to low end (under 3000 rpms) yes 8s make low end torque but not near as much. It is a fact that an inline 6 design is more efficient than a V8 design, thats why manufacturers like CAT, Detroit, and John Deere don't even try and design a V8 diesel that would be in a light-medium applications.
Dodges are 610 @ 1600 rpm (Inline)
GM are 605 @ 1600 rpm
Ford are 570 @ 2000 rpm
I would take a Ford, Chevy then a Generic Made Chevy before a Dodge but #s don't lie
mhannink isnt completely crazy if u take a v-8 and an inline six of compareable size the inline will always kick the 8 in the nuts when it comes to low end (under 3000 rpms) yes 8s make low end torque but not near as much. It is a fact that an inline 6 design is more efficient than a V8 design, thats why manufacturers like CAT, Detroit, and John Deere don't even try and design a V8 diesel that would be in a light-medium applications.
Dodges are 610 @ 1600 rpm (Inline)
GM are 605 @ 1600 rpm
Ford are 570 @ 2000 rpm
I would take a Ford, Chevy then a Generic Made Chevy before a Dodge but #s don't lie
#148
12-07-2005 | 08:45 PM
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so the inline 6 makes 5 more then the V8 
Had to edit to add this
For production units after Sept. 2005 with the Allison six-speed automatic transmission:
360 horsepower @ 3000 rpm
650 lb.-ft. of torque @ 1600 rpm
Thats what the Less then efficient V8 Duramax offers
Had to edit to add this
For production units after Sept. 2005 with the Allison six-speed automatic transmission:
360 horsepower @ 3000 rpm
650 lb.-ft. of torque @ 1600 rpm
Thats what the Less then efficient V8 Duramax offers
Originally Posted by lilman320
If i could put in my 2 cents 2 dollars whatever its worth to ya guys.......
mhannink isnt completely crazy if u take a v-8 and an inline six of compareable size the inline will always kick the 8 in the nuts when it comes to low end (under 3000 rpms) yes 8s make low end torque but not near as much. It is a fact that an inline 6 design is more efficient than a V8 design, thats why manufacturers like CAT, Detroit, and John Deere don't even try and design a V8 diesel that would be in a light-medium applications.
Dodges are 610 @ 1600 rpm (Inline)
GM are 605 @ 1600 rpm
Ford are 570 @ 2000 rpm
I would take a Ford, Chevy then a Generic Made Chevy before a Dodge but #s don't lie
mhannink isnt completely crazy if u take a v-8 and an inline six of compareable size the inline will always kick the 8 in the nuts when it comes to low end (under 3000 rpms) yes 8s make low end torque but not near as much. It is a fact that an inline 6 design is more efficient than a V8 design, thats why manufacturers like CAT, Detroit, and John Deere don't even try and design a V8 diesel that would be in a light-medium applications.
Dodges are 610 @ 1600 rpm (Inline)
GM are 605 @ 1600 rpm
Ford are 570 @ 2000 rpm
I would take a Ford, Chevy then a Generic Made Chevy before a Dodge but #s don't lie
#149
12-07-2005 | 09:04 PM
Senior User
Joined: Dec 2003
Posts: 104
Likes: 0
From: Iowa
Originally Posted by Percys Armory
so the inline 6 makes 5 more then the V8
Had to edit to add this
For production units after Sept. 2005 with the Allison six-speed automatic transmission:
360 horsepower @ 3000 rpm
650 lb.-ft. of torque @ 1600 rpm
Thats what the Less then efficient V8 Duramax offers
Had to edit to add this
For production units after Sept. 2005 with the Allison six-speed automatic transmission:
360 horsepower @ 3000 rpm
650 lb.-ft. of torque @ 1600 rpm
Thats what the Less then efficient V8 Duramax offers
#150
12-07-2005 | 09:09 PM
Posting Guru
Joined: Sep 2003
Posts: 1,211
Likes: 0
