How many years did GM manufacture pickups with the same flaw as the Pinto, only from side impact.

Also, on a separate note, sayin GM wouldn't screw over the public, how about the knocking 5.3's and 6.0's with reversed pistons? How does that kind of stuff get past quality control? Simple answer: there is none. GM has always been in the business of moving vehicles. They don't really care if the vehicles actually move after the warranty's expired though.

 

Your point about GM trucks lack of side impact protection in the fuel tank area is well taken. But (and this is only my opinion) I am willing to give both Ford (Pinto) and GM (trucks) a break because back in those days it was understood that under certain circumstances auto accidents could kill you. And under certain circumstances a fuel tank could rupture and catch on fire or explode. The problem is predicting the circumstances. And, it is my understanding that both Ford and GM were in compliance with the federal crash standards of the day on those vehicles. What wasn't as well understood was the "deep pockets legal theory." It didn't take 'em long to figure it out, though. I am frankly surprised that some scumbag lawyer hasn't tried to sue the auto makers because they were slow to include air bags in their vehicles or because in some cases they were optional equipment.

 

The Diesel Dude--wondered when someone was gonna metion the 8's and 12's. I also remember alot of Macks with 8's in 'em. Don't
remember the manuf. though. Long live Detroit.



Garett

 

I thought GM owned Detroit?

Treefort, have you heard of an 855 Cummins?

Logan

 

<<You want to know what I think is going on? I'll agree that in some ways the PSD sucks(other ways it is pretty godd, but some ways it really sucks). The cummins is a nice engine, but increasing the displacement could make it the best. GM is not going to sale away their company just yet, that Duramax is part ISUZU diesel, and ISUZU deisel is a pretty good name. Untill you see a Duaramx break down, I won't agree with that the Duramax sucks.

Logan>>

Read almost any post at GMtruck.com, and in the forums you will find that more than enough people are complaining that their duramax is dying after logging 6k miles on it...so there are you're Duramax's breaking down. Maybe it's because they use the aluminum, being such a superior product.

Ryan
1986 F250HD 4x4
351W Holley 750 4bbl
Edelbrock 351 Performer Intake
Flowmaster Stage III Muffler

 

To set the record straight, there are still some V8's in semis, but mainly in Europe. Mack has a 15L and Scania has a 16L.

The little ISB is a very good engine as is the PS. The ISB cannot handle 1000 lbft torque and Cummins marine engines are high hp but low torque. Their marine ISB is rated to 370 hp. International uses a version of the PS, called the T4443, in their class 6 vehicles. Volvo Powertrain has a 7.3L inline 6 that produces 300 hp at 950 lbft. torque. Most of the Volvo garbage trucks you see will have this engine. Isuzu is a repectable light duty diesel engine manufacturer.

Inline engines have an advantage in torque due to this configuration. The main reason for inlines is space. Installing V8's is difficult due to the width.

Detroit Diesel was once owned by GM. They sold it to Roger Penske, who sold it to Daimler Chryler last year.

 

Let's set the record straight.

There are still V configured engines in use in semis. Scania has a 16L V8 and Mack has a 15L V8. Most are used in Europe.

The Cummins ISB is a very good engine and has proven itself. Cummins rates their marine version up to 370 hp. Torque is not a concern in marine applications, so I can't reveal that. Inline engines do have an advantage in torque producing capability. Installing an inline in a chassis is far easier. International uses the 7.3L in their class 6 vehicles also, it's known as the T444E. It doesn't have all the bells and whistles the PS has, but shares the same hardware. Volvo has a 7.3L inline 6 that is rated up to 300 hp and 950 lb.ft. torque and is in use in class 8 trucks. Most of the Volvo garbage trucks you see will have this engine.

Detroit Diesel was once owned by GM, but they sold it to Roger Penske, who then sold it to Daimler Chrysler.

Electonics on engines is inevitable. It is the ONLY way emissions are going to be met, along with EGR and aftertreatment. 2002 will see a huge change in diesel engines with the introduction of cooled EGR and VGT turbos. 2007 will see even more changes, most likely with the inroduction of particulate traps.

 

Let's set the record straight. There have been and still are V configured diesel engines in class 8 trucks. Scania's 16L is a V8 and Mack's 16L is a V8. The main reason V8's aren't largely used in semis is due to space limitations. The frame rails simply won't accept and engine that wide without compromise. International has been using the same 7.3L engine in their class 6 trucks far longer than it's been in Ford trucks. Back then it was a 6.9L. The 7.3L for their trucks, known as the T444E, is rated up to 230HP with 620 lb.ft. of torque. The Cummins ISB is rated up to 260 HP at 650 lb.ft. of torque. Teh same engine is marine application is rated up to 370 hp. Volvo Powertrain, the company I work for, has an inline 6 that displaces at 7.3L and in truck applications is rated up to 300 hp and 950 lb.ft. of torque. Volvo trucks uses this engine in class 8 construction trucks and garbage trucks. All of the engines mentioned in these posts are capable of alot more than they are rated at. Cooling requirements and limitations are keeping the numbers low.

Aslo, Detroit Diesel WAS once owned by GM. It was sold to Roger Penske who then sold it to Daimler Chrysler.