Ahhh gotcha. I guess some parts are cheaper due to that. But some parts aren't like that, such as injectors. A single PSD injector is way more expensive than a single Cummins injector. Also a PSD fuel system and high pressure oil system both have to be addressed when modifying into a high HP truck, where a Cummins doesn't even have a high pressure oil system, so again less parts to buy there.
stupid simple cummins!!! lol and we're only talkin about the 24v cost right? the 12v's with like $500 can bring you up to around what... 550?
__________________ 1997 ford f350
dual 5x36" angle cut MBRP stacks
34's at the moment 3" downpipe
tymar intake gauges
BTS valve body
stage II injectors
intercooler
twildman chip
Not all of them. 98.5 thru 02's are VP44's direct injection, not CP3 Common Rail. The injectors for the common rail are segnificantly more expensive than the one's for either the 12v's or the VP44's.
You cant just generalize and say that a Cummins is cheaper and easier to mod then a Pstroke. Thats all Im saying. A 12 valve IS cheaper....granted;but there is not that much difference when you get into the 24 Valves, and half of them are common rail, also. Indeed, there are less parts(i.e..cylinders and such), but that is simply inherent of the Cummins' design. When other people were building V8diesels, Cummins came out as an I6.
And, Im afraid that I will have to dissagree with you regarding the reason there are more Cummins than Pstrokes at pulls... its not the price of parts(Seeing as how I dont know any one that has bought anything cylinder related for a Cummins{aside from injectors}REQUIRED for sled pulling), but rather that the Cummins is a superior pulling engine with dead weight from a stop...ok, I know this is going to cause all kinds of flaming, but before you crucify me, consider this......what is the cylinder configuration of a diesel engine found in a train? An 18wheeler? Most LARGE cruise ships and vessels?---------MOST are I6. Even if they are more than 6cylinders, they are still an INLINE CONFIGURATION. There is a reason for that. The same reason that HALF the people on this board would tell you that they would take the old, smaller discplacement I6 300ci Ford over the V8 302ci Ford engine.. Including myself. No one here can contest the bottom end of this old engine vs its equal CI counterparts.
You cant just generalize and say that a Cummins is cheaper and easier to mod then a Pstroke. Thats all Im saying. A 12 valve IS cheaper....granted;but there is not that much difference when you get into the 24 Valves, and half of them are common rail, also. Indeed, there are less parts(i.e..cylinders and such), but that is simply inherent of the Cummins' design. When other people were building V8diesels, Cummins came out as an I6.
And, Im afraid that I will have to dissagree with you regarding the reason there are more Cummins than Pstrokes at pulls... its not the price of parts(Seeing as how I dont know any one that has bought anything cylinder related for a Cummins{aside from injectors}REQUIRED for sled pulling), but rather that the Cummins is a superior pulling engine with dead weight from a stop...ok, I know this is going to cause all kinds of flaming, but before you crucify me, consider this......what is the cylinder configuration of a diesel engine found in a train? An 18wheeler? Most LARGE cruise ships and vessels?---------MOST are I6. Even if they are more than 6cylinders, they are still an INLINE CONFIGURATION. There is a reason for that. The same reason that HALF the people on this board would tell you that they would take the old, smaller discplacement I6 300ci Ford over the V8 302ci Ford engine.. Including myself. No one here can contest the bottom end of this old engine vs its equal CI counterparts.
this post is 100% true haha the I6 design is so much more torquey down low where it counts and that bottom end can hold just about anything
__________________ 1997 ford f350
dual 5x36" angle cut MBRP stacks
34's at the moment 3" downpipe
tymar intake gauges
BTS valve body
stage II injectors
intercooler
twildman chip
Just in case you don't want a new common rail truck you can now switch to a P-Pump with this conversion kit (http://www.phdperformance.com/conversion.html). Sure isn't cheap but it would be cool to hear a new rig rattle like the old Cummins. Not trying to start a war with this just thought all the motor heads might like to check it out..
just do what i did get a 99 or newer superduty put a 24V cummins in it then p-pump it with 600cc of fuel throw on a garett st3 turbo and now you have a truck
just do what i did get a 99 or newer superduty put a 24V cummins in it then p-pump it with 600cc of fuel throw on a garett st3 turbo and now you have a truck
COMPLETELY AGREE!!!!!!!!!!!!If I could by a Ford, with a Cummins in it, it would be done! Hopefully, it will soon be like that.
__________________
THE GOOD:96 Dodge 2500, 4x4, Cummins, Daily Driver.
THE BAD: 01 Pontiac Trans Am....there aint enough room.
THE UGLY:1982 Ford F250, 351W, NP435, Warn winch, and 35's with stock suspension. WIP.
Torque is only half the battle.... the biggest factor with the PSD right now is the Injection system. You need a better computer to fire the injectors. If a ford had a commonrail design, or a mechanical pump, they would be there. One of my friends is trying to decide what to do with his "modded out" 7.3 that still is horrible at pulling the sled. He is either going to dump a lot more money into it and make it a duramax common rail, put a lot of money into it and make it a mechanical injected engine (injection system change only), or he has talked about selling it and buying a GM or Dodge truck.
The weak GM suspension is not weak at all, it actually just needs tierod sleeves as the tierods are weak. Everything else is fine.
BTW it is very expensive to build a ford compared to either a GM or Dodge, as my friend is a prosethics (sp??) doctor, and his saying on the side of the truck says, "I have an arm and a leg in this truck."
To the guy putting a cummins in the ford, you might as well swap drivetrain too, it will be easier to find cheaper more quality parts for the tranny and rest of the driveline etc etc. Don't ask me how I know.
Last edited by duramaximizer : 10-06-2007 at 05:23 PM.
Ahh...perhaps all the Ford trucks are out doing REAL WORK? You know, towing and hauling? Like, what they were bought for? (HeHe).
__________________ TRITON V10 - THE BEST KEPT SECRET - (But word is getting out). '08 F350 Scab 4X4 V10
07 Gulfstream Prarie Schooner
'05 Escape
'04 Focus
Passed the exam today! I am now a licensed instigator!
Cylinder config. has little to with it........the reason for the inline design in the above mentioned applications is servicability.
Sure an Inline has more main bearings...it also has a longer crankshaft to support. A wash at best.
But I will agree with one thing; the Cummins is waaaaay overbuilt compared to the competition. The fact that it can take insane amounts of boost is the reason for the ability to put out the power (along with the fuel systems)
However, I am seeing the Dmax approaching Cummins power levels.
Cylinder config. has little to with it........the reason for the inline design in the above mentioned applications is servicability.
Sure an Inline has more main bearings...it also has a longer crankshaft to support. A wash at best.
But I will agree with one thing; the Cummins is waaaaay overbuilt compared to the competition. The fact that it can take insane amounts of boost is the reason for the ability to put out the power (along with the fuel systems)
However, I am seeing the Dmax approaching Cummins power levels.
and running 9s
__________________ 1997 ford f350
dual 5x36" angle cut MBRP stacks
34's at the moment 3" downpipe
tymar intake gauges
BTS valve body
stage II injectors
intercooler
twildman chip
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