Test Drove 2011 HO, then a Dmax...

[tp0d]

What year Furd is that

pics snagged from here:



2011 Ford vs. Ram vs. GM Diesel Truck Shootout - Diesel Power Magazine



(no bias towards site, google just found the images for me)



-j

 

[domehead]

pics snagged from here:



2011 Ford vs. Ram vs. GM Diesel Truck Shootout - Diesel Power Magazine



(no bias towards site, google just found the images for me)



-j

Thank you intersting read also.

 

[Gonzo 1066]

The operating characteristics of an engine are determined by the configuration.



The primary operating characteristic of an inline six cylinder, gas or diesel, is smooth nearly perfectly vibration free operation and low rpm torque that is available at idle and just above idle speed, lower rpm operation, and greater fuel economy. The con side of that design is slightly slower engine acceleration due to the long stroke and larger, heavier pistons and lower peak rpm. All modern OTR tractor engines are inline six cylinder configuration.



A diesel inline six cylinder uses a much heavier engine block casting and is heavier overall than a V8 of similar displacement and requires a longer engine compartment and stronger suspension to support the engine. The awesome off idle and low rpm torque requires stronger transmissions and driveline components.



A V8 engine uses shorter strokes and eight smaller and lighter pistons. It has good natural balance, gains rpm rapidly, and has high peak rpm capablity. It does not produce much torque at idle speed or low rpm.



For use in a working truck size and weight are not much of an issue. The advantages of a big, powerful inline six are the things that matter.



In a pickup truck or other light truck application V8 diesels are cheaper to build (or purchase) and easier to fit into a shorter engine compartment. Also easier to design front end slope other aerodynamic considerations.



For light truck use with automatic transmissions many owners don't know the difference between an inline six and a V8 diesel.



There are huge differences in low rpm operation, service life, ease of maintenance and repair, and cost of repairs when necessary.



One of the reasons that V8 diesels are considered superior by many, as AH64 said, is because most of us grew up with overhead valve V8 gasoline engines in cars and light pickups. For acceleration and ease of making performance modifications, nothing else could compare in the American car market. Small block and big block Chevrolets, Furds, and MOPARS beginning in the middle '50s could be purchased and modified cheaply and easily and were capable of incredible performance.



I confess to being that ignorant through the late '80s and early '90s. I had owned and used 3/4 ton pickups to haul truck campers and, later, tow trailers since the late '60s. They delivered terrible fuel economy and short service lives but they got the job done. I was dumb enough to think, "why would anyone want one of those dinky little Cummins six cylinders?"



I did some reading and began to understand that it was low rpm torque that mattered for towing or hauling. High rpm horsepower was useless except to accelerate when unloaded, waste fuel, and wear out early.



I also had no use for the slushbox 12 valve early Gen II Rams. I test drove one and reject ed it in favor of a big block Furd in '94.



But I told myself in the late '90s that if and when Dodge ever offered a Cummins diesel with a manual six speed I would buy one. In '01 I went to my local Dodge dealer and asked to test drive a new HO/six speed. When I felt the incredible torque push me back in the seat at 1000 rpm in second gear with no throttle I was amazed. I was instantly hooked.



I would not drive a free Furd or GM with V8 diesel (or gas). There is no comparison to anyone who understands the differences and capabilities of the Cummins inline six cylinder diesel. I have also learned to appreciate and respect the Dodge Ram platform. Mine have been essentially troublefree.

Very well written. This should be mandatory reading for all prospective diesel Pickup buyers. The only exception I MIGHT make is that many diesel pickup trucks are never used for real work. Those pickups that NEVER tow a trailer heavier than 4000# and are used as a daily driver can get by with any engine configuration. For those of us that use our trucks for towing and hauling every day, NOTHING will get the job done like the Cummins I-6.

 

[domehead]

Let's be honest about all this stuff, I never had problem towing heavy with my Dodge or Ford never owned a Chevy. I average about 60,000 miles per year with my trucks and they are work trucks not ice cream getters.



When I am towing it's between 12 and 15K on the trailer any of the engines in the dodge or ford will move this weight without any problems for short or long hauls.



I-6 engines are good engines but dodge has de-tuned the Cummins if you have a standard transmission. HP is 350 but the torque has been reduced to 600 lbs and you cannot even order the new 800 lbs of torque with a standard. Why the drive train cannot handle that type of power.



Like I stated before it not the engine in the dodge it's the truck around the engine. At the same time the other ones it's not the truck it's the engine.



It comes down to pick which poison you prefer.

 

[HBarlow]

Don,

We are being honest. We're posting the facts and our experiences. Our point here is not to criticize your choice, we hope you get good service from your Furd. But many of us know the truth.

Many of us who post here all the time are posting not necessarily to the participants in the ongoing discussion but to the dozens, perhaps even hundreds who will read the opinions, experiences, and reported facts posted here and make their own informed decision.

My cab and chassis also uses the detuned Cummins. It is rated at 305hp and 610 torque because all cab and chassis trucks are intended for commercial duty applications where operating costs and service life are much more important than bragging rights. I really don't notice any difference. My '06 was rated at 325 hp and 610 torque. My current cab and chassis performs just as well as it did.

I could not care less if someone in a Furd blows past me on the highway when I'm towing my heavy fiver. If passing me makes the Furd owner with claims of 800 hp and 1000 ft. lbs. torque feel superior that's okay with me. If we're out west on the interstates with those long steep grades that run on for miles I'll probably pass him on the grade because the steep climb won't stop the Cummins. I can run all day with my foot to the floor pulling 25k or 26k combined at 1600-1800 rpm. My weak, detuned Cummins will be producing 610 ft. lbs. from 1600 rpm up and can do it all day long without overheating or breaking anything.

I regret that you had the experiences you did with the dual mass flywheel assembly of your Dodge Ram. I knew the DMF was junk as far back as '06 when I ordered a new '06 Ram dually. I had talked with my good friend Bill Stockard who knew about the DMF from the days when Furd used them. I ordered the '06 w/48RE automatic although I wanted a manual six speed when I started planning the purchase. Bill's advice was confirmed for me when I was transporting. I knew owners with trucks identical to my '06 except for the manual six speed and DMF. Their DMFs and clutch assemblies were a constant problem for trucks that pulled trailers every day. I've been posting my personal opinion about manual six speeds and DMF clutch assemblies for years. Lots of TDR members have been mad at me for posting the truth about them.

 

[domehead]

Harvey,



First “let's be honest” is a metaphor it was not directed at you or anyone else.



The truth is that both Dodge and Ford have pro's and con's. I cannot speak for the Chevy trucks never owned one. Some of the stuff I have seen with this thread is like being back in High School with the Ford, Chevy and Dodge guys saying who had what. .



I could care less about bragging rights what I care about is reliability and it was my luck of the draw with my 2010 Dodge to have one that was not reliably. This does not mean to me all Dodge trucks are bad but it does point out to me that Dodge as a company did not want to resolve the issue.



At the same time Harvey I have a Ford 6. 0 which has been rock solid. Does this mean all 6. 0's are good engines no not by a long shot?



We both know Harvey this was not about you or your personal truck it was what Dodge has done to the Cummins to try to keep a weak link from failing. As you said the DMF is junk and it looks like the six speed may have some issue's only time will tell.



I just hope that the new Ford 6. 7 will hold up as I stated before I will report to the group both the pro's and con's of owning this truck without the marketing spinning.



As far as the argument goes on the cow pee compare to the DPF it's a wash when it comes to money out of your pocket. If you buy the pee at the dealer it will cost you $10. 00 per gallon or five gallons per oil change. The DPF helps reduce the overall MPG of the truck so either way you are paying about the same.



Don