If you could build the new PSD what would it be?
#31
01-21-2006, 03:42 PM
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Location: Maryland
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body metal
How about a truck with thicker body metal.
Not the current paper thin stuff skinning the bodies of the modern day trucks (in all makes).
I truck that you can actually haul heavy stuff in the bed without ruining it,
a truck that you can lay on the hood with your girl and look at the stars without denting it,
a truck where you don't have to buy a new tailgate for it every year,
a truck that actually is tough from the engine and drivetrain to the metal skin.
I like big diesel power and I love my tow/haul feature in my 2003 6.0L, it works amazingly well on the heavy towing I frequently do. I just think the metal skins are too thin.
Not the current paper thin stuff skinning the bodies of the modern day trucks (in all makes).
I truck that you can actually haul heavy stuff in the bed without ruining it,
a truck that you can lay on the hood with your girl and look at the stars without denting it,
a truck where you don't have to buy a new tailgate for it every year,
a truck that actually is tough from the engine and drivetrain to the metal skin.
I like big diesel power and I love my tow/haul feature in my 2003 6.0L, it works amazingly well on the heavy towing I frequently do. I just think the metal skins are too thin.
#33
01-22-2006, 03:51 AM
#35
01-23-2006, 10:36 PM
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Join Date: Mar 2005
Location: NORTH CAROLINA
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#37
01-25-2006, 12:30 AM
Originally Posted by twistedmetal
If I could build the next PSD, there would be two options. The first is a "PERF" option would be a V-8, not too big and not too small. I would be all "FORD" The engine block would be based off of a Ford Motorsport 4-Bolt 460 Max Perf Block. Special features would include cyl head studs as well as o-ring style gaskets, roller style camshaft with oil spray bar. It would be at 7 Liters, 429 C.I.D. Screw in freeze plugs, 4340 Steel crank, Floating H-Beam rods with piston cooling nozzles and wrist pin oil feed. Forged Pistons at 17-1 CR. maybe an exclusive 5 ring design for maximum compression retention. Cyl heads would be a one off custom design with 16 Big valves and Big ports similar to a SCJ Race Head with direct injection style injectors, Roller rockers and Common rail fuel pump driven via an extended timing cover housing. Intake manifold would be similar to a single plane air gap full flow type. Twin Variable Wastegated Turbochargers and Intercooler with pusher fan. Other highlights include, mid-ship 4 inch exhaust brake as standard feature as well as a pre-luber system and oil refiner filtration system and 15,000 mile service interval. Horsepower would be at three levels 300, 350, 450 via a Driver select module. Torque would be at 600, 700, 800 respectively. RPM redline at 4000 acceleration and 4500 at engine braking. ECU would be a minimum 32 bit processor. Engine Life at approximate 250k before rebuild.
2nd engine would be an "ALL FORD" Inline six cylinder model. It would be at 6.5 liters. A custom design similar to a Cummins 600. It would have the same simplicity, such as 24 valves. Engine block would be nodular, thick wall, siamese bore, deep skirt design. It would have a six bolt main cap design, 4 under and 2 on sides. Crankshaft would be a 4340 forged Steel unit with cross drilled oil holes, extra heavy duty connecting rods with wrist pin oil feed and piston cooling jets. Cyl head studs with o-ring gaskets are also a standard. Cyl head will have a dual over head camshaft (DOHC). Direct injection and common rail fuel system are also employed. Other highlights include a pre-luber, oil refiner, midship exhaust brake. Turbo would be single wastegated Super B type, with variable geometry.RPM range will be at 3500 and 4000 on engine braking. Horsepower will be at 350 and 700 torque. Engine Life at approximate 350k before rebuild.
All engine will be all Ford, so costs to build should be conservative, and should be overwhelmed by consumer demand and popularity. Also a full array of performance parts will be intiated and available by Ford Motorsport and SVT.
Transmission option for both engines would be a NVG 5600 six speed or an Allison 6 speed auto. Transfer case would be a NP271, Rear axle would be an 11.5 ring gear with 3 bearing pinion design, similar to a Ford 9, but larger.
I also have many more engine designs on my Auto CAD, but Its just a vision.
2nd engine would be an "ALL FORD" Inline six cylinder model. It would be at 6.5 liters. A custom design similar to a Cummins 600. It would have the same simplicity, such as 24 valves. Engine block would be nodular, thick wall, siamese bore, deep skirt design. It would have a six bolt main cap design, 4 under and 2 on sides. Crankshaft would be a 4340 forged Steel unit with cross drilled oil holes, extra heavy duty connecting rods with wrist pin oil feed and piston cooling jets. Cyl head studs with o-ring gaskets are also a standard. Cyl head will have a dual over head camshaft (DOHC). Direct injection and common rail fuel system are also employed. Other highlights include a pre-luber, oil refiner, midship exhaust brake. Turbo would be single wastegated Super B type, with variable geometry.RPM range will be at 3500 and 4000 on engine braking. Horsepower will be at 350 and 700 torque. Engine Life at approximate 350k before rebuild.
All engine will be all Ford, so costs to build should be conservative, and should be overwhelmed by consumer demand and popularity. Also a full array of performance parts will be intiated and available by Ford Motorsport and SVT.
Transmission option for both engines would be a NVG 5600 six speed or an Allison 6 speed auto. Transfer case would be a NP271, Rear axle would be an 11.5 ring gear with 3 bearing pinion design, similar to a Ford 9, but larger.
I also have many more engine designs on my Auto CAD, but Its just a vision.
#38
01-25-2006, 12:36 AM
#39
01-26-2006, 03:04 PM
#40
01-26-2006, 10:30 PM
#42
01-27-2006, 12:17 AM
#44
01-27-2006, 12:33 AM