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Dodge Ram Quad Cab
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Comments
THE BEST DAM TRUCK ON EARTH.
Any Dodge mechanics reading this let us know what you think of the new Dodge Ram Quad Cab.
Where the engine is made is technically irrelevant. Capitalizing on a proven combustion chamber and single camshaft design may be retro if you're prone to follow the crowd and mind-locked (remember, the Wankel was going to replace every piston engine).
Using aluminum heads and a new patented casting process, the new Chrysler Hemi is 67 pounds lighter and dimensionally smaller than the 360 CID "smallblock" engine it replaces. The Hemi won't need more than two valves per cylinder. It's open roof and canted valve arrangement will allow for much larger valves and significantly higher flow than could be realized by a wedge chamber. In addition, the two valve design enhances low flow combustion efficiency and increases low-end torque. The new 5.7 Hemis will produce just over 300 lbs. ft of torque at 1000 RPM! Using the hemispherical combustion chamber this engine will readily produce 1 HP per cubic inch and at higher compression ratios than the average production wedge.
A 6.1 Liter hemi is planned for a 2004 introduction.
The 4.7 engine received a larger throttlebody and intake manifold mid-year in 2001. There were also corresponding adjustments to the exhaust system.
Dusty
you seem to know an aweful lot of what would seem to be insider info. how is that? so, is the 6.1 liter hemi gonna replace the v10??
With special interest groups banging on the government to increase truck CAFE to 36 MPG for everything under 10,000 GVW, the future of big horsepower in trucks may be very dim. There's already talk of a "horsepower tax" in some states (New York being one of them) and the demand for large displacement V8s might drop significantly in a couple of years.
Since Chrysler opted out of the medium truck business in the seventies, Dodge truck has been confined to "light duty" series. (Also, they haven't had a "big block" motor since 1978.) However, sales of heavier trucks have increased proportionally more for Dodge than their competition and they want to expand this part of the market. The rumor is they are going to extend into the medium range using the new RAM cab with medium weight frames (they've already hinted at a RAM 4500 for 2003). Being a smaller, less cash flow company, this allows them to capitalize on design, tooling, and manufacturing space. From what I've heard, they believe they can easily go to 20,000 GVW using hydroformed frames and various brake and axle combinations (AG, Eaton, Rockwell, Spicer, TRW, etc.).
Dusty
Dusty
As far as "60s era hot rodding tricks," for what purpose was SOHC or DOHC developed? It most certainly wasn't for trucks. Advancements in efficiency and potential for piston engines have almost all come from high performance experimentation and concepts. The hemispherical combustion chamber just happened to be decades ahead of other approaches.
Dusty
why then hasn't the hemi head been used more often in the last two decades? from what i've read the design (at least the old design) was a relative gas and emissions hog, thus the need for two spark plugs per cylinder in today's hemi. i'm not dogging the engine, i'm just saying that what you are purporting is contrary to what i've read in other places. btw, one hp per cube isn't that big a deal anymore...
I would like to know why you new Dodge Ram QC 1500 owners picked it over other pickups.
I am still on the sidelines and taking a hard look at both pickups.Thanks for your insights.
I have corresponded with two people on these postings who have either traded their Toyota for a Ram or are going to.
If you want info on the best deal in the country send me an email. You won't beleive ehat you can get this truck for. JLamar@knology.net Others here will back it up.
easily without multivalve, variable or longer duration cam timing. These techniques, while raising volumetric efficiency in wedges, is also very detrimental to low-end torque. They push the horsepower/torque band upwards which is also a negative for truck motors.
For trucks especially, a hemispherical chamber makes a lot of sense. A much larger valve can be used for increased flow, yet a single valve
arrangement will contribute to better low-end torque and overall
performance. The hemi chamber, with its more symmetrical environment, lends itself to utilizing higher compression ratios and will tolerate higher throttle pressure thresholds without detonation.
As far as meeting emissions, in 1972, the last year of the 426 Hemi, NOx emissions were probably harder to meet with that design because of the small confined pressure chamber (in those days NOx was controlled by reducing the combustion temperature by injecting a small amount of exhaust gas. Larger chamber surfaces contribute to lower combustion temperatures). But combustion chamber science has advanced significantly since then and much of the same techniques used for reducing emissions in wedges are readily adaptable to a
hemispherical chamber. Mitsubishi built a 4-cyl hemi from 1974 through 2000 meeting federal emissions. And one Mercedes engine still uses that design.
The Chrysler 426 Hemi died because it was expensive to build in 1972 and didn't have a market or a purpose (I've been recently informed that less than 1000 were built in the last year). From 1972 on Chrysler relied on their wedge engines because they were in inventory and had already amortised the tooling. By 1978 all the big blocks were gone and Chrysler could power everything they had with two V8s: the 318 and 360. There was no advantage three decades ago to use the hemi design, especially from a cost perspective, and GM and Ford were not interested in developing one for the very same reasons.
By 1997, however, things had changed dramatically. Chrysler realized it had to update their engines and a new design incorporating a hemi chamber was now actually technically attractive. Chrysler, the only serious automotive manufacture interested in using one, had acquired a mountain of research science over the years and knew that when manufacturing costs could be brought down, the Hemi could come into it's own.
One
centralized in-block cam lowers tooling cost. It's got pushrods. Okay. Load losses from increased valvetrain mass are probably offset by the reduction of internal friction from avoiding a second camshaft. A new cylinder head design that takes advantage of new casting techniques reduces tooling and the complexity of assembly that was associated with the earlier Hemis. Modern casting techniques can better control piece-to-piece uniformity resulting in less tooling to dimension. In 2002, reduced components and tooling makes sense from a manufacturing cost perspective. The new 5.7 Hemi is cheaper to make than the 318-360 engines and even the newer 4.7L.
Dusty
Dusty
So if you were thinking of calling Randall Noe Dodge in Texas for a killer deal just forget it. I called Randall Noe if they could get me a vehicle certified for California emissions and they can't. Bad news for Californians.
The rest of you should have no problem and I suggest that you give them a call. Their deals on the Dodge Ram QC 1500 are the best. Just ask lamarj
Anyone know how much it is or when you need to start paying it?
STooges3, let me know how your truck goes please.
email me
the_commander AT hotmail.com
Here is the link to the website.
http://www.hwysafety.org/vehicle_ratings/ce/html/0128.htm
By the way, the IIHS crash tests are tougher to pass than NHTSA crash tests.
good luck getting cheap insurance...
I am going to try and remove this option and see if the truck will be approved.
More to come.
http://www.wawanesageneral.com/california/index.htm
Fast forward to 20K, the check engine light is back on and it will pop out of overdrive while driving down the road and turn the O/D off light on. The dealer checked to see what the light was and said its the torque converter again. It has an appointment on 4/1 to get the torque converter, front pump, and O/D replaced again.
Is it just me or is this a bit excessive?? This is a different dealer doing the work this time, we bought the truck in Anchorage and use the dealer in Fairbanks. The truck just got out of the shop on Thursday after having a bunch of work done to it.
Its getting really bad, I walk into the service department and they treat me like an old friend and are never surprised to see me.
My 98 Grand Cherokee has less problems, in fact it rarely has a problem and it has 60K on it. Mental note to self, next truck will be a stick shift!!
I have linked this discussion into that folder, but it will always reside here in Pickups.
Looking forward to meeting everyone!
KarenS
Host
Owners Clubs
Grand Cherokee has an option for a enhanced 4.7L engine that produces more horsepower and torque than the present engine DC is using in the Ram1500. I was just curious if anyone had any info on the engine and why DC is not offering that in the Ram.
Hey guys, I'm looking to customize my truck with step bars, spray-in liner, improved exhaust performance and appearance (dual). If you have any ideas or can direct me to a good site, I would appreciate it. I'll look into the Nerf & Smittybilt bars. Thanks!
Our saleslady has asked if we would like to trade our truck for a V-10 Ram.....I told her as long as it runs and goes without the assistance of a tow truck I was all for it. Guess we will find out tomorrow if they can even dig us out of our Ram.
Good luck on the trade in it sounds like the dealer stuck it to you with the current truck if they dont cut you a good deal I would raise hell.