That 8100 is also moving some big tin cans inside that engine. The Dodge V10 is (obviously) just 48.8 cubes per cylinder. That GM engine is talking Cummins-size pistons at nearly 61 cubes each. The other piece of info I want to see is the rev range - is this beast getting its poweer peak up past 5000 like the other Vortecs or not. If that's the case, then you're talking MAJOR guzzler - I would never want to run an engine that size at that rpm unless I had a Viper or a Ferrari.
My point was that people were acting like 8.1L was an unprecedented size for a V8 but it's not, but your point about the 7.4L being a gas hog is well taken. That goes with the territory for heavy duty trucks though (especially if these engines are only for the 4500 and the 5500 as someone said they heard). -powerisfun
Crush season at the day job - I'm in market research and companies are trying to get their marketing strategies and advertising budgets set for January before the holidays come up. One of our clients has a major interest in this time of year - if you're a parent, uncle/aunt, or (like me) godparent, you've shopped there this time of yeat for the little ones.
You'll see more of me between now and the end of the year. I still have to post October sales and it's the 19th already! When my time is short, I don't venture too much away from the Smart Shopper and News conferences (where it's my job to be).
The 527 was an engine by itself. The bare block was wider than most V-8s with the heads on. This really has pistons the size of your head! It was never in the pickups, and only lasted about 4 years.
I have six M773s on my Ram 3500 - best tire I have ever had. It's tough as nails, wears evenly, even with the Ram suspension, holds pressure, and has excellent traction. The only problem is, it is not a consumer tire per se. It is a commercial truck tire, thus is not available in anything larger than OEM sizes.
For the size you want, I would definitely say get the BFGs.
You are right. Those Goodyear tires do suck! Be careful of Kelly. Methinks Kelly is owned by Goodyear. I have had no personal bad experiences with Kelly, but they may be of the Goodyear family. Hope this helps.
Didn't GM have a strike last year? Hmmmmm....wonder why there are so many "increases"? Plus, if GM didn't introduce a new model--how much would the growth be then?
Finally, one good thing I can say about my brother's ZR2. He got just over 52,000 miles on his BF Goodrich tires that came with the truck. That's alot more miles than many of the other parts lasted(sorry, I couldn't resist)!
He just put a new set on last week. They are BF Goodrich Trigard 3-ply All Terrain T/A KO 31x10.50.
NOVEMBER MARKS BEST TRUCK YEAR IN GM HISTORY GM announced yesterday that its November truck sales of 177,630 units rose 7.5 percent over a year ago, marking GM's BEST ANNUAL TRUCK SALES EVER !! with still one more month remaining in 1999.
I can recommend the BFGs. I liked 'em well enough to put a 2nd set on after wearing out the 1st on our personal truck. Last ones gave me 40,000 miles, which I consider outstanding for a 4x4. I've also had a couple sets of real aggressive tread Bridgestones on my old work truck (Forest Service)I thought they were outstanding for a truck that doesn't feel the pavement under it a lot. Probably not the best compromise for all-around though.
I can recommend the BFGs. I liked 'em well enough to put a 2nd set on after wearing out the 1st on our personal truck. Last ones gave me 40,000 miles, which I consider outstanding for a 4x4. I've also had a couple sets of real aggressive tread Bridgestones on my old work truck (Forest Service)I thought they were outstanding for a truck that doesn't feel the pavement under it a lot. Probably not the best compromise for all-around though.
I'm surprised dave40 hadn't jumped on this. They were presentedf to the press recently, and a full exposition will be made at the Detroit AZuto Show in a few weeks. Click here for a preview with pictures: GM Heavy pickups. Specs include hp/torque ratings for all engines, and a surprise: GM will not use the NVG5600 in their rigs - instead, they will use the same ZF 6 speed as Ford Powerstroke trucks. Very surprising, considering GM co-owns NVG with DC, but with all the problems Dodge has had with that trans, GM's reluctance to use it may be a bad sign for Dodge customers.
kcram, Haven't I said this before? Dodge can't make a tranny to save their life~! If it wasn't for the redesign of 94 and the Cummins partnership---this company would still hover (maybe) 100,000 units sold. BTW: I thought GM was considering Allison?
Now, I've heard the problem with the Ram/Cummins automatic is related to vibration shearing a nut or something. True? Just wondering, I'm a diesel fan and want the Cummins. I prefer the automatic, and my wife will never drive it if its a stick. How much of a problem is the current automatic having with the 24V Cummins? Is the problem related to heavy pulling/hauling-type use? My gut feeling is that alot of this talk is "much ado about nothing", judging from my experience around the Ram/Cummins.
The problem with the Cummins and the automatic is the ability of the torque converter to handle the grunt at shift points (when the TC is "operating"). Until now, the solution has been to detune the engine. Beginning with the "new" 2001 model, the Cummins computer will now perform a "temporary detune" when the Chrysler computer tells it the automatic is about to shift. Because it only takes place during shifts, the average driver won't notice, and the experienced driver will think it feels like a high-speed double clutch. As a result, the automatic version of the Cummins will be rated the same as the 5-speed manual for the first time since the 1993 models in the old body - 235 hp and 460 lb-ft. The 6 speed manual will get the higher 245/505 rating.
by the way, after the deal to use the Allison 1000 automatic fell through last summer, DC supposedly went to work on a truck version of the new Viper automatic. It's a 5-speed overdrive, like the Allison, and will have the Chrysler AutoStick feature for manual up- and downshifting. Said to match the Allison's torque capacity as well (it would have to if it's behind a Viper V10). Planned appearance will be the summer of 2002, coinciding with the redesigned 2500HD and 3500 Rams (the 1500 will be introduced in Spring 2001).
Thanks for that explanation. First time I've heard that. Sounds like the new tranny shouldn't really be any less dependable than my dad's '97, plus it's got more power/torque. All the Ram/Cummins/Automatic owners I've met have been very happy and I haven't personally met anyone who has had problems with their automatics. That makes my decision easier.
My plan is starting to come around. Get a 2001 Ram/Cummins in a few months. Keep it until the 2004-model, and get one of those in late 2003 when bugs are worked out of new truck/tranny.
Only problem, what is Clinton's proposal, today, of requiring all light trucks (SUVs, pickups, vans) to comply with the strict car emmissions requirements going to impact the diesels?
Remember, Cummins is an engine manufacturer that must satisfy MANY vehicle manufacturers. They have redesigned their entire engine line to meet all applicable emissions regulations through increased computer management, multi-valve heads, and in some cases, overhead cams. Cummins' biggest advantage is their layout - a good ol' straight six, while the others all use V8s. A smaller, more efficient, and competitively powerful six will have less trouble meeting emissions regs. Remember, the current 24-valve Cummins used in the Ram doesn't have a cat-con - the old 12 valve needed one! That's how cleanm Cummins is determined to be. Add a cat-con and lower-sulfur fuel, and Cummins should have no trouble meeting the stricter regs.
The baby semi is doing great. Almost 56K at the moment, and I just stuck payment 43 in the mail (of 60). In the 3 1/2 years, the only true failure it has ever had was the batteries giving up in June (for those who are unaware, diesels usually require 2 batteries - one had died on its own, and the resulting load killed the other one too). A few minor repairs here and there, but nothing serious or unexpected. And the Cummins has never let me down yet.
Even as grungy as it looks at the moment (I may have my body shop do a power buffing on it this month), I still have people stop me in parking lots to ask me about it.
Can't wait to see the redesigned 2003 Ram dually...
From what I heard on one of these conferences is that the 1500 series was to be redone completely in 2002. That also would include new updated engines that would be hemis. In 2003 the heavier duty trucks get redone and I will have to assume that means that they will run with two seperate body styles.
Dodge released a concept vehicle a year ago under the hallowed Power Wagon name. The styling was an attempt to modernize the original PWs of the 40s. DC has given it a green light after much positive response, and it will see production in the fall of 2002.
The Power Wagon can be seen here: Power Wagon - by the way, the PW is fully functional, and several magazines got to drive it.
Hi guys, I'm here to report that i have just bought a new 'used' truck. i traded in my '94 chevy for a '98 Chevrolet, one ton Crew Cab, with 350 auto. i've been wanting a CC for a long time, preferabbly 3/4 ton, but the brand new Fords and Chevy's are too expensive for me right now, and this truck is in immaculate condition, and I knew the previous owners, who took good care of it, and I got a fair price. I wish it had the Vortec 454 in it, but the 350 with the 4.10 actually runs better than i expected for this heavy truck. I'm sure my mileage will only be one mpg better than a 454, but still a good running truck.
My question is to anyone who knows about this year/model truck:
is replacing the door speakers difficult? i would like to upgrade.
The engine in the 1-ton Chevy's is detuned a littel compared to the 3/4 ton, for emissions. is there anyway to get the same engine PROM as a 3/4 ton? what are the options for aftermarket engine programming, (Hypertech? anyothers?) anyone with experience with this engine? Quad? Steve? unixgod? Difficult? Mileage penalty?
Nice truck cdean. GM detuned the 350 for a one ton? That blows but don't fret too much--that's a good engine. I'm sure a "performace" chip will help without taking away much mpg.
Thanks Roc. I'm really pretty happy with the way it drives now, by no means is it underpowered. You can tell below 1800 rpms that the truck is a little heavy for the engine, but after that, you can feel the torque of the 350. if i could get the full 'design' power out of the engine w/o sacrificing mileage or life, i'd like to.
would be the first thing to look at. A good cat-back system would probably get you 15-20 Horsepower without sacrificing any mileage, in fact you'll probably improve. Cost isn't that bad either...
I have a '98 half-ton with the vortec 350 and I added headers by Flowtech ($159.99 + $6.95 shipping from Summit racing at http://www.summitracing.com ). They helped the power a lot. They do make it a bit noisier in the cab, though, but not excessively. It just sounds like there's coffee brewing. It's due to the fact that one of the collectors runs real close to the fire wall and the metal amplifies the rushing-gas noise. I'm in the process of trying to insulate it now to eliminate the noise. All-in-all, adding the headers was very easy. The removal of the exhaust manifolds is exceptionally easy for the vortec engines (the '95 and earlier engines require removing the powersteering bracket which is a huge hassle). The hardest part of the job was bolting the collectors on to the head-pipes, but even that wasn't bad. I also added a dual-in, dual-out exhaust by JCWhitney ($168 + $15 shipping). Very nice exhaust with beautiful mandrel bends (much better quality than the OEM exhaust) and a big straight-thru muffler (dual-in, dual-out). Very nice sound (can barely hear it when cruising at 70, but step on the gas to pass and you get a very nice mean sound) and more power. For the price, I highly recommend it. I was very pleased since the price was ~50% of what a Gibson costs. I don't know if they have one available for the crew-cab pick-ups or not, though. You could probably modify it to work if you really wanted to. One other thing I did which may seem a bit wacky was to wrap the entire intake in thermal-reflective tape to keep the intake air cool. This was suggested by an article in Four Wheeler magazine. You can see the article and more details at http://performanceunlimited.com/projectmpg/ . They saw a 10% mileage improvement and a peak torque increase of 9 lb-ft and the torque peak came on at a lower rpm. I didn't notice any seat-of-the-pants power improvement, but I did notice a 1+ mpg mileage improvement. They used this expensive racing tape, but since the intake is all plastic anyway (very insulating) you just need to reduce the radiative heating by making the black surface (very heat absorbing) reflective instead. I used metal repair tape. It's only about $2-3 bucks a roll. In addition to the Hypertech power programmer, there's a similar one by Superchip for our engine. They claim to get the same power improvement as the Hypertech without having to go down to a 160 thermostat. Which is a bonus, because the lower temp theromstat causes mileage penalties and increases engine wear. I don't have either of them, so I don't have any real-world experience with them. dave40 has the Hypertech on his 6.0L as I recall. He may be a good one to ask. I'm in the process now of researching which supercharger to add to the truck. I started a topic called "Which supercharger for a truck?". I can't remember the topic number but it's near the end of the list if you're interested in reading it. For engine-preservation and fuel-efficiency reasons, I'm leaning toward the ATI intercooled Procharger. Anyway, sorry for the long post. Congrats on your purchase and good luck. -powerisfun
Sounds like a great truck. There are allot of crews with the 350 running around, and they do pretty good. I don't think the 350 was de-tuned for emissions, probably a little slower advance curve because of the added weight. Powerisfun may have the answer you are looking for, for a few bucks. This is how these forums should work. Good luck, Wildman
Thanks Power, for the info. i may call around for some exhaust system prices, sounds like the best performance for the buck. I don't want to reprogram if it makes me change the thermostat and makes me buy premium fuel. not like i'm driving a hotrod anyway...
Has anyone around here had Bridgestone Dueler A/T tires. I had great luck with the Dueler APT, and was wondering if the A/T lasted on anyone else's heavy truck?
When changing exhausts on the vehicle--don't they recommend adjusting fuel delivery? The only engines I really know well are motorcyles and I know that just changing the pipes can actually run the motor lean. Is this due to the carbs and therefore doesn't affect Fuel injection? Roc
The obdc II computers automatically adjust timing curve, air/fuel mixtures, etc. in accordance with driving conditions, environmental factors, and yes, changes detected in emissions. This is why on the new model trucks and cars, changing the exhaust has much less effect on performance than on earlier model trucks and cars. The claimed increases of 15-20 hp for aftermarket exhausts seems a little high to me. Should be more like about 5-7 hp increase at best.
In other words, the computer "should" compensate for the change and provide the adequate spark and air/fuel mixture it needs to keep it from running too lean or too rich.....if it is working as it should.
Bad thing is, if you have a computer that is not controlling these parameters like it should, and say have a spark knock or it is running too lean, there is very little that can be done to rectify it without replacing the computer. There are no cam adjustments, etc to change the tdc of the timing, etc. and if there is no codes given by the computer, todays techs usually do not have a clue how to approach the problem.
Rocles and bud_light_dude: I couldn't have said it better myself. I agree that the claimed 20-25 hp is probably too high. I've even heard people claim 25-30, which IMO is total BS. Based on the feel, though, I'm willing to believe 10-15 rear-wheel hp with both the headers and the exhaust. The nice thing is that it seems to improve the power all the way across the whole rpm range. It's more noticeable at the higher rpm range (2500+), but even in the low range, I'm able to climb further up hills before the truck downshifts than I was before (we have a lot of really long hills in NM). So, in my mind, it's definitely still worth it. At the Performance Unlimited website listed in my previous post, they saw a 25 rear-wheel hp increase on an '88 Ford F-350 with the 460 engine when they added both headers and exhaust, but that's a bigger engine and an older truck which wasn't quite so confined by the computer as todays are. -powerisfun
Comments
kcram
Community Leader/Smart Shopper Conference
How come you don't post too much any more??????
-powerisfun
Crush season at the day job - I'm in market research and companies are trying to get their marketing strategies and advertising budgets set for January before the holidays come up. One of our clients has a major interest in this time of year - if you're a parent, uncle/aunt, or (like me) godparent, you've shopped there this time of yeat for the little ones.
You'll see more of me between now and the end of the year. I still have to post October sales
kcram
Community Leader/SmArt Shopper Conference
Wildman
I have six M773s on my Ram 3500 - best tire I have ever had. It's tough as nails, wears evenly, even with the Ram suspension, holds pressure, and has excellent traction. The only problem is, it is not a consumer tire per se. It is a commercial truck tire, thus is not available in anything larger than OEM sizes.
For the size you want, I would definitely say get the BFGs.
kcram
Community Leader/Smart Shopper Conference
You are right. Those Goodyear tires do suck! Be careful of Kelly. Methinks Kelly is owned by Goodyear. I have had no personal bad experiences with Kelly, but they may be of the Goodyear family. Hope this helps.
Didn't GM have a strike last year? Hmmmmm....wonder why there are so many "increases"? Plus, if GM didn't introduce a new model--how much would the growth be then?
He just put a new set on last week. They are
BF Goodrich Trigard 3-ply All Terrain T/A KO 31x10.50.
GM announced yesterday that its November truck sales of 177,630 units rose 7.5 percent over a year ago, marking GM's BEST ANNUAL TRUCK SALES EVER !! with still one more month remaining in 1999.
I've also had a couple sets of real aggressive tread Bridgestones on my old work truck (Forest Service)I thought they were outstanding for a truck that doesn't feel the pavement under it a lot. Probably not the best compromise for all-around though.
I've also had a couple sets of real aggressive tread Bridgestones on my old work truck (Forest Service)I thought they were outstanding for a truck that doesn't feel the pavement under it a lot. Probably not the best compromise for all-around though.
kcram
Community Leader/Smart Shopper Conference
Haven't I said this before? Dodge can't make a tranny to save their life~! If it wasn't for the redesign of 94 and the Cummins partnership---this company would still hover (maybe) 100,000 units sold.
BTW: I thought GM was considering Allison?
Roc
The big block V8 and the Duramax diesel do in fact use the Allison 1000 automatic.
kcram
Community Leader/Smart Shopper Conference
The problem with the Cummins and the automatic is the ability of the torque converter to handle the grunt at shift points (when the TC is "operating"). Until now, the solution has been to detune the engine. Beginning with the "new" 2001 model, the Cummins computer will now perform a "temporary detune" when the Chrysler computer tells it the automatic is about to shift. Because it only takes place during shifts, the average driver won't notice, and the experienced driver will think it feels like a high-speed double clutch. As a result, the automatic version of the Cummins will be rated the same as the 5-speed manual for the first time since the 1993 models in the old body - 235 hp and 460 lb-ft. The 6 speed manual will get the higher 245/505 rating.
kcram
Community Leader/Smart Shopper Conference
The transmission's internal code name? "Brute"
kcram
Community Leader/Smart Shopper Conference
My plan is starting to come around. Get a 2001 Ram/Cummins in a few months. Keep it until the 2004-model, and get one of those in late 2003 when bugs are worked out of new truck/tranny.
Only problem, what is Clinton's proposal, today, of requiring all light trucks (SUVs, pickups, vans) to comply with the strict car emmissions requirements going to impact the diesels?
kcram
Community Leader/Smart Shopper Conference
kcram
Community Leader/Smart Shopper Conference
How is your Ram holding up?
The baby semi is doing great. Almost 56K at the moment, and I just stuck payment 43 in the mail (of 60). In the 3 1/2 years, the only true failure it has ever had was the batteries giving up in June (for those who are unaware, diesels usually require 2 batteries - one had died on its own, and the resulting load killed the other one too). A few minor repairs here and there, but nothing serious or unexpected. And the Cummins has never let me down yet.
Even as grungy as it looks at the moment (I may have my body shop do a power buffing on it this month), I still have people stop me in parking lots to ask me about it.
Can't wait to see the redesigned 2003 Ram dually...
kcram
Community Leader/Smart Shopper Conference
Wildman
You'll have to enlighten me on the "Power wagon" look. I remember the old one but is Dodge planning an new one??
Dodge released a concept vehicle a year ago under the hallowed Power Wagon name. The styling was an attempt to modernize the original PWs of the 40s. DC has given it a green light after much positive response, and it will see production in the fall of 2002.
The Power Wagon can be seen here: Power Wagon - by the way, the PW is fully functional, and several magazines got to drive it.
kcram
Community Leader/Smart Shopper Conference
Thanks for the link but it leads me to another question: What is this "designer" fuel that they were referring to in the story?
http://www.wieck.com/public/index.html
ENTER SEARCH CRITERIA "Terradyne"
19 real-world pics
I'm here to report that i have just bought a new
'used' truck. i traded in my '94 chevy for a '98
Chevrolet, one ton Crew Cab, with 350 auto. i've
been wanting a CC for a long time, preferabbly 3/4
ton, but the brand new Fords and Chevy's are too
expensive for me right now, and this truck is in
immaculate condition, and I knew the previous
owners, who took good care of it, and I got a fair
price. I wish it had the Vortec 454 in it, but the
350 with the 4.10 actually runs better than i
expected for this heavy truck. I'm sure my mileage
will only be one mpg better than a 454, but still
a good running truck.
My question is to anyone who knows about this
year/model truck:
is replacing the door speakers difficult? i
would like to upgrade.
The engine in the 1-ton Chevy's is detuned a
littel compared to the 3/4 ton, for emissions. is
there anyway to get the same engine PROM as a 3/4
ton?
what are the options for aftermarket engine
programming, (Hypertech? anyothers?) anyone with
experience with this engine? Quad? Steve?
unixgod? Difficult? Mileage penalty?
Thanks guys!
cdean
I also added a dual-in, dual-out exhaust by JCWhitney ($168 + $15 shipping). Very nice exhaust with beautiful mandrel bends (much better quality than the OEM exhaust) and a big straight-thru muffler (dual-in, dual-out). Very nice sound (can barely hear it when cruising at 70, but step on the gas to pass and you get a very nice mean sound) and more power. For the price, I highly recommend it. I was very pleased since the price was ~50% of what a Gibson costs. I don't know if they have one available for the crew-cab pick-ups or not, though. You could probably modify it to work if you really wanted to.
One other thing I did which may seem a bit wacky was to wrap the entire intake in thermal-reflective tape to keep the intake air cool. This was suggested by an article in Four Wheeler magazine. You can see the article and more details at
http://performanceunlimited.com/projectmpg/ . They saw a 10% mileage improvement and a peak torque increase of 9 lb-ft and the torque peak came on at a lower rpm. I didn't notice any seat-of-the-pants power improvement, but I did notice a 1+ mpg mileage improvement. They used this expensive racing tape, but since the intake is all plastic anyway (very insulating) you just need to reduce the radiative heating by making the black surface (very heat absorbing) reflective instead. I used metal repair tape. It's only about $2-3 bucks a roll.
In addition to the Hypertech power programmer, there's a similar one by Superchip for our engine.
They claim to get the same power improvement as the Hypertech without having to go down to a 160 thermostat. Which is a bonus, because the lower temp theromstat causes mileage penalties and increases engine wear. I don't have either of them, so I don't have any real-world experience with them. dave40 has the Hypertech on his 6.0L as I recall. He may be a good one to ask.
I'm in the process now of researching which supercharger to add to the truck. I started a topic called "Which supercharger for a truck?". I can't remember the topic number but it's near the end of the list if you're interested in reading it. For engine-preservation and fuel-efficiency reasons, I'm leaning toward the ATI intercooled Procharger.
Anyway, sorry for the long post. Congrats on your purchase and good luck.
-powerisfun
Good luck,
Wildman
Has anyone around here had Bridgestone Dueler A/T tires. I had great luck with the Dueler APT, and was wondering if the A/T lasted on anyone else's heavy truck?
Thanks again guys.
cdean
When changing exhausts on the vehicle--don't they recommend adjusting fuel delivery? The only engines I really know well are motorcyles and I know that just changing the pipes can actually run the motor lean. Is this due to the carbs and therefore doesn't affect Fuel injection?
Roc
In other words, the computer "should" compensate for the change and provide the adequate spark and air/fuel mixture it needs to keep it from running too lean or too rich.....if it is working as it should.
Bad thing is, if you have a computer that is not controlling these parameters like it should, and say have a spark knock or it is running too lean, there is very little that can be done to rectify it without replacing the computer. There are no cam adjustments, etc to change the tdc of the timing, etc. and if there is no codes given by the computer, todays techs usually do not have a clue how to approach the problem.
I couldn't have said it better myself. I agree that the claimed 20-25 hp is probably too high. I've even heard people claim 25-30, which IMO is total BS. Based on the feel, though, I'm willing to believe 10-15 rear-wheel hp with both the headers and the exhaust. The nice thing is that it seems to improve the power all the way across the whole rpm range. It's more noticeable at the higher rpm range (2500+), but even in the low range, I'm able to climb further up hills before the truck downshifts than I was before (we have a lot of really long hills in NM). So, in my mind, it's definitely still worth it.
At the Performance Unlimited website listed in my previous post, they saw a 25 rear-wheel hp increase on an '88 Ford F-350 with the 460 engine when they added both headers and exhaust, but that's a bigger engine and an older truck which wasn't quite so confined by the computer as todays are.
-powerisfun