I have it figured out on Dodge transmissions that the transmission shops have a contract with Dodge to keep making inferior transmissions to keep em all in business. When a transmission shop says Dodge has the worst transmission there really grinning inside. They hope people keep buying Dodges.More Dodges mean more businees for them.

 

Never a truer word spoken NDomsky. I couldn't agree more. I personally wanted to see PSD and Cummins comparisons since it's a V-8 vs. I-6 to see what the advantages and disadvantages of each might be. I am wondering if Dodge will ever switch it up to a V-8, since thats what the majority of the American people wants more; gas or diesel.

 

A friend of mine, who owns a Dodge, was told by the transmission shop that rebuilt his tranny, that the main problem with Dodge trannies is they have a plastic valve of some sort in the cooling lines that go to the radiator. This guy said if that valve goes bad, like if it gets a little too hot, then it basically shuts off all fluid to the cooler, thus compounding the problem and frying the tranny very quickly. I have no personal experience with these trannies. Has anyone else heard this???

 

Personaly, I would like to see Cummins produce a I-8 and see how it would stack up against the V-8. Or I would like to see Ford produce a I-6 and see how it compares. But yes I think any of the trucks would be a terrific choice for anybody!!!

 

Inline sixs are used for one reason in otr trucks. Fuel economy. A side benifit is they are a little easier to inframe.
They have an 800 rpm powerband and 110k lbs behind em. Thats why they use an 18 speed. It sounds like they are only using about 400rpms between each upshift.
The 5.9 is governed right there with the 7.3 and the dmax. Both make peak hp at a slightly higher rpm. But to suggest the 5.9 for some reason needs an 18 speed seems a bit narrow minded. Its like driving a 300. They never get their real fast. But they do it with ease.
The 5.9 makes over 500lb ft for 1700 rpms. The 6.0 does it for 1900. That is a 200 rpm difference. That 200 rpm doesnt magically necessitate the use of a 13 speed. I just means that the 6.0 will have a gearing advantage making it faster. It suprises me though that a six speed 600 will beat a six speed 6.0. My money has always been on the 6.0. They are very fast.

 

ya but with an inline 8 you'd be looking over 12' of hood.

 

Could we see some facts on the 600 beating the 6.0 with a stick please

 

True but it would be strong!!!!!!!

 

12' foot hood now your talken DODGE

 

Dodge already won't build a real crew cab so I'm sure the wouldn't redesign the engine compartment to fit an I-8.

 

Ladies, let me interrupt this Dodge love-fest for a brief moment of some facts:

- the piston rod photo is a known fake
- V engines have heavier shafts than similarly powered inlines (e.g. the V8 against the I6)
- Heretic seems amazed that the PSD have 4 valves per cylinder (true)
- a key component of thermal efficiency is heat dissipation (as in the hemi design). A V8 as more area to dissipate heat, and more valves as well, which contribut to that too
- Engine harmonics: briefly I can tell the Dodge-ladies are fairly ignorant of physics, and harmonics of motion for the crankshaft. And inline-8 is not a good engine design, fairly stupid actually. The PSD, as a matter of fact, not opinion, is harmonically better off than the Cummins, researc it yourselves.
- PSD has less noise. A V8 is torsionally stiffer. Oh wait. Let me put this in 5th grade level: an elbow-bracket has more torsional stiffness that a straight bracket. A t-beam, L-beam or I-beam has more torsional stiffness that a flat plate. Hmmm. probably still too complex. Okay ... how about this. Grab a venetion blind and twist it (inline engine). Grab an angle-iron and twist it (v-design). Get it?

Now that I see this forum for what it is, I can keep a better sense of humor.

DieselBoner, I don't make modifications, so how hard it is to mod is meaningless to me.

Chomsky, you said everyone should have their own opinion and that's all that should matter. I disagree. A world run by opinions is a world of chaos. I prefer objectivity, thoughtful analysis and decision making based upon sound principles. Of course, I'm an engineer, so I guess it's natural that I think something like 2x2=4 is axiomatic, and not up for opinionated musings. But, you've given me some great insight into the Dodge-purchasing mind. Therefore if I were a Dodge exec, instead of updating my engine design, or investing in research and develpment, I would (a) stick with an antiquated design, (b) continue using late-80's technology (c) ignore federal regulations, and look for environmentally unfriendly loopholes (d) and have the engineers make meaningless modifications to artificially inflate cosmetic numbers, such as tweaking torque to 600, while not giving the engine any more usable power and finally (e) I would never put good design work into the rest of the truck, and certianly never the transmission, and would seek especially to dupe the grade-school level educated people buying my products into purchasing manual transmissions.

When I bought my Dodge Cummins ... at LEAST I bought it w/ the automatic transmission. My rear end is 4.1, and it's really the best tow configuration Dodge had. I didn't realize at the time how bad the transmissions are.

Well, ladies ... you can go back to your lady-love-fest here. I gotta go get my cigar.

Ironman

 

Ok, then explain this. I have an 86 F-150 with a 300, and it gets 12 mpg. I just sold an 86 with a 302, both 4 speed 4wd single cab longbed trucks, and it got 10 mpg.

 

How many Cats are in 3/4 or 1 ton trucks? The engines in this market didn't suffer anything really bad with the EGR, I mean engines in the same class. Engines like the 460, 3/4 ton and 1 ton pickup engines.

 

Thanks for describing in laymans terms. So with this metaphor here what you are trying to get across is just how much more inferior the physical design of the Cummins I-6 is to a PS V-8. If you were to crush both of the engines with a car crusher per say, the Cummins will everytime crumple with ease compared to the PS?

As for the DieselBoner thing, thats a good nickname but the dodge ladies diss was just plain immature. No need for the elementary school slighting on people that are "less educated" than you because they prefer Cummin not Strokin.

 

Ohh sweetheart. I love it when you talk to me like that.

And an inline 12 has even better harmonics. So whats your point. I hope your not confusing noise emission with harmonics.

Why does a v8 need counterweights on the crankshaft? Did you know those counterweights actually make it possible for an inline to spin faster than a V. Even though inlines have heavier components.


The cummins and PSD were tested at idle by several magazines. The cummins is quieter. You are disputing something that is a fact. Im not speculating that its quieter. It is quieter. Now a lot of the 04 6.0s dont even have pilot injection. The thing that makes em quiet. They are turning it off on the problematic 03s.

You claimed a v8 has more valves per cylinder. Reread your post. The dmax psd and cummins all have the same amount of valves per cylinder. Get your facts straight.

More surface area on a v8 to dissipate heat. Hmm. Have to think long and hard on that one. Nope. The 6 cylinders on an inline have open air on both side whereas the 4 cylinders on each bank of an 8 have open air on one side. The other side is facing another 4 cylinders. An inline will dissipate heat faster. But this is not thermal efficiency. Thermal efficiency is the engines ability to get power to the crankshaft. A di diesel will generally get 30-45% of the energy from the combustion to the crankshaft. Half of the lost energy will enter the cooling system as heat another half will leave via the exhaust pipe. How much reaches the crankshaft is its efficiency. Not the ability to dissipate heat due to surface area. The heat lost to exhaust it what drives the turbo. So the turbo can use the escaping energy to create more output by delivering a denser charge to the cylinder. Its a scavenge system that works well for diesels. Increasing its efficiency even further.
Because of a diesels excellent thermal efficiency. Waste heat is not as big a factor as on a big block gasser.
This is retarded. Inlines have dominated the otr market soley due to the fact they have slightly higher efficiency than a v design. It seems absurd to come from someone who claims to have a degree to suggest this nonsense.