BlueBlazer
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You obviously do not know how they work.
CK5
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What diesels...
- Thread starter 84gmcjimmy
- Start date
It doesn't keep them continually shut of course..... 
joez
1/2 ton status
rjfguitar said:It doesn't keep them continually shut of course.....
rjfguitar said:
Sure sounds to me like you thought they kept the valves closed. "Not letting them open" doesnt mean it opens them sometimes.
big_truxx
1/2 ton status
ok well rjf knows what he was thinking and not what he was typing. sometimes we don't always type what we mean. 
joez
1/2 ton status
Understandable, but thats why i try and re-read what i type before i submit it.
Steve, sorry for this, your thread sure got off-topic fast.
Steve, sorry for this, your thread sure got off-topic fast.
big_truxx
1/2 ton status
you know what would be even better than getting a gas crew dually for cheap steve? Getting a 6.2 equiped crew dually for cheap!! then you could see just how the 6.2 hauls for you. And even if you end up with a gasser you could always swap in a 6.2 even if just to get more experience and have a diesel in it just till you can afford a bigger better swap like a CAT 3116 or 3208
gotta walk before you run kinda thing.
then you could see just how the 6.2 hauls for you. And even if you end up with a gasser you could always swap in a 6.2 even if just to get more experience and have a diesel in it just till you can afford a bigger better swap like a CAT 3116 or 3208 gotta walk before you run kinda thing.big_truxx
1/2 ton status
joez said:
But it is keeping the diesel forum from being dead currently
I know the topic is wandering a bit off course here and there...but as long as it stays civil and informative I'm not gonna worry about it.
That being said, Steve has this really cool button;
that any of you are welcome to use.
Rene
That being said, Steve has this really cool button;
that any of you are welcome to use.
Rene
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BlueBlazer
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You are still wrong, nothing forces the exhaust valve(s) shut, it opens them at the end of the compression stroke. How would you force a valve closed when the cam is trying to keep it open.
BlueBlazer
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Understatement of the year thus far
Glad you take things with a grain of salt most of the time. Maybe we should have a diesel night in the chat room so people can discuss things without taking others posts off topic?big_truxx
1/2 ton status
We're, um, ah <scrolls WAY up> Oh yes, we are trying to inform steve all about the mechanics of diesels so he can better choose a powerplant. That's it!
joez
1/2 ton status
Hey Rene, the button in your post doesnt work 
big_truxx
1/2 ton status
DOOD!! It didn't work for me either!!! Guess that's why I am only posting in here... 
BlueBlazer62 said:Understatement of the year thus far
That's a great idea IMO. i'll start a post with a poll (if I can figure out how to do a poll
) Rene
84gmcjimmy
1 ton status
I don't think the thread is too off track... at least we're not talking about vegetables and fruit or something.
I enjoy all this because I learn from it. Like I said, I definitly won't be swapping a diesel in at my knowlege level. Especially when someone said they are very confident they could do it either. I wouldn't think of swapping in a CAT for quite a few years until I am confident, and my peers (ck5) is confident that I could do it.
Bobby,
You said if you could do the swap of a CAT it would be a new truck with all that stuff and a HD d60 from the new fords because they have thicker tubes and all that. Couldn't someone get a d60 center section and weld/press on new tubes to fit there needs? From what I can see finding one of those axles off a really new truck like that would be hard?
What about suspension on these trucks? I still don't get it.
I saw a f-450 today... it was huge!!
When I do go and get at least the truck w/ or w/o the engine, I will think HARD on what I want... so I do it right the first time. I am thinking about a flatbed for it too, but I don't know how that will be for hauling stuff in the "bed" since there aren't very tall sides anymore.
Anyways, whever I do get a truck, I will plan and plan and plan until I know exactly what Iam doing before I attempt anything.
Can someone clear something up for me though, is "Allison" transmissions just auto? I thought they were manuals too?
Thanks!
I enjoy all this because I learn from it. Like I said, I definitly won't be swapping a diesel in at my knowlege level. Especially when someone said they are very confident they could do it either. I wouldn't think of swapping in a CAT for quite a few years until I am confident, and my peers (ck5) is confident that I could do it.
Bobby,
You said if you could do the swap of a CAT it would be a new truck with all that stuff and a HD d60 from the new fords because they have thicker tubes and all that. Couldn't someone get a d60 center section and weld/press on new tubes to fit there needs? From what I can see finding one of those axles off a really new truck like that would be hard?
What about suspension on these trucks? I still don't get it.
I saw a f-450 today... it was huge!!
When I do go and get at least the truck w/ or w/o the engine, I will think HARD on what I want... so I do it right the first time. I am thinking about a flatbed for it too, but I don't know how that will be for hauling stuff in the "bed" since there aren't very tall sides anymore.
Anyways, whever I do get a truck, I will plan and plan and plan until I know exactly what Iam doing before I attempt anything.
Can someone clear something up for me though, is "Allison" transmissions just auto? I thought they were manuals too?
Thanks!
I have owned both a Ford F350 with 7.3L NA and now a couple GM's with 6.2L NA motors. I'd say there is no noticable difference between the two motors for towing heavy loads. Both are slow and underpowered in stock form. But they can't be beat for price and they will get you there comfortably. I've done a lot of towing using the 6.2 in my '79 Chevy 3/4 ton 4x4. Big hills with a load slow you down to 40-45 mph so it takes 2 extra minutes to go 10 miles up the grade over driving 65 mph. Being that money is a little tight and I prefer the GM body style and drivetrain overall I'm sitting pretty good.
I hated the '89 F350 that I owned because the tranny was always going out (E4OD 4spd overdrive). It was the first year for that tranny and they never really got them right from the factory until the late 1990's. Plus they are expensive to rebuild. If you end up looking at Fords, make sure you stear clear of the E4OD!
I hated the '89 F350 that I owned because the tranny was always going out (E4OD 4spd overdrive). It was the first year for that tranny and they never really got them right from the factory until the late 1990's. Plus they are expensive to rebuild. If you end up looking at Fords, make sure you stear clear of the E4OD!
Keep reading.joez said:
BlueBlazer
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Geez dude, this is the last time, do a search on google and see how it works. It works exactly the opposite of how you think it works. It OPENS the valves, there is no closing done by the brakes.
Actually a Jake Brake makes them open when they would normally not. If the exhaust valve did not open, the air would compress (as it should), but even without fuel it would still want to expand (as heated/compressed air wants to do...physics). This would actually result in NO loss of power (other than losses due to friction on the cylinder walls). What a Jake Brake does is shut off the flow of fuel and as soon as the piston reaches TDC it opens the exhaust valve. Instead of the compressed air forcing the piston back down (power even without fuel/ignition), it dumps it into the exhaust (that is what causes the "jake brake sound"), and the energy is released. The energy that is released is energy that would normally have to be absorbed by the vehicles brakes when stopping, but since it is released via the exhaust, it does not need to be absorbed by the vehicle brakes.
I posted several links in another post for those that are interested.
I am NO expert. These are just things that I have learned by watching others and doing searches on the net.
If the question is still, "what old diesel tows well," then I'll add my experiences with my 6.2L.
While recently pulling a 6500 lb load, 70 mph was easily maintained on flat ground, though I am simply uncomfortable doing that without a trailer brake. I chose to maintain 65. Hills weren't a problem, and I dipped down to 60 on the steepest one. I averaged 11.5 mpg with just over 12 as a high.
Specs:
Built 6.2L, MHITE06H turbo, DB2829 pump, 1800 psi injectors, Art-Carr TH700R4, 35" BFGs (truly 34"), and 4.88s.
I never pushed it past 1000 degrees pre-turbo and 13 psi of boost. That means that there's room left in the motor to haul more, faster.
Beyond that, there's room left for improvement in the motor. Add a larger fuel rate DB2 pump, 2100 psi injectors, an intercooler, and now we're talking.
While recently pulling a 6500 lb load, 70 mph was easily maintained on flat ground, though I am simply uncomfortable doing that without a trailer brake. I chose to maintain 65. Hills weren't a problem, and I dipped down to 60 on the steepest one. I averaged 11.5 mpg with just over 12 as a high.
Specs:
Built 6.2L, MHITE06H turbo, DB2829 pump, 1800 psi injectors, Art-Carr TH700R4, 35" BFGs (truly 34"), and 4.88s.
I never pushed it past 1000 degrees pre-turbo and 13 psi of boost. That means that there's room left in the motor to haul more, faster.
Beyond that, there's room left for improvement in the motor. Add a larger fuel rate DB2 pump, 2100 psi injectors, an intercooler, and now we're talking.
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