Well, there's many a way to skin that cat...
US manufacture pickup diesels are generally sadly de-tuned these days
so that tranny and frame will withstand the engine power
Peter
Marrowstone Isl Wa
85 Euro 240D 5 spd 110K
79 240D 5spd fresh tranny transplan
82 Euro 300 TD non turbo, project wagon
94 Dodge, 2500, 5 spd, 5.9 Cummins, 95K
Content-Transfer-Encoding: 7bit
From: Peter Frederick [EMAIL PROTECTED]
Precedence: list
Subject: Re: [MBZ] prechambers, was speaking of loop
rumor has it that Peter wrote:
Snip a bunch of stuff
This was a major problem when speed limits were
lowered in teh 70s as most trucks were running at the wrong rpm -- in
those days, the power band was as small as 1900-2200 rpm!
I don't know what engines you are thinking of, but the 15L
On Sun, Oct 23, 2005 at 09:13:19AM -0400, Mitch Haley wrote:
Then why is a 18.5:1 DI more efficient in a 3/4 ton pickup than a 22.5:1 IDI?
Because ford kinked the downpipe and detuned the 7.3 IDI so that the
powerstroke wouldn't have less power than the engine it replaced.
[The cummins engine
, was speaking of loop type GP's
There are lots of design compromises in diesel engines, and there are
notable differences in DI and IDI engines as currently produced beyond
injection type -- notably, the US made DI engines are almost
exclusively long stroke, limited rpm engines (3000 rpm max) with low
There are lots of design compromises in diesel engines, and there are
notable differences in DI and IDI engines as currently produced beyond
injection type -- notably, the US made DI engines are almost
exclusively long stroke, limited rpm engines (3000 rpm max) with low
compression and VERY
Peter Frederick wrote:
One thing I expect to see happen to diesels is the required use of
biofuels, not so much for fuel reasons as for emissions reasons.
Biofuels, since they are oxygenated and don't contain aromatic
hydrocarbons, produce both less soot and cleaner soot with less
aromatic
