V10 will out pull a Cummins

[Mopar-muscle]

deezal , yes i know that the driveline will last longer at 400 than 900 , i don't have 900 all the time , thats the beauty of the 24 v , HP is the flick of a switch away . the weak link , as i undersand it , is the torque convertor , not so much the transmission , its having all that torque being applied at the point of lockup that will fry the lockup clutch , part off the reason the stall of the stock convertor is up at 2500 rpm , the torque is dropping off there , less chance to damage the trans ... in the first 36k miles . the way i see it the transmission will survive the first 36000 miles , unless you do alot of plowing . DC is banking on the consumer NOT buying an extended warranty and footing the bill to fix the trans outside 36k miles .

don't know how this turned into a transmission discussion , but it did . stock my 2000 was a slug , now i am happy with its performance , the fuel mileage could be better , but its no where near as bad as a V10 , and i have put 1400 into my trans with the hopes that it will live under my lead foot and some drag racing , i attained my goal of making a 14 sec capable truck and my drag racing days will be few and far between as i have to drive this thing everyday , i don't get shown taillights by 75% of the vehicles on the road till we hit 112mph , at that point i'm out of steam ...

keith as long as you don't abuse it the transfercase will handle all you can throw at it , i do have the heavy duty version and it should be able to handle the stock cummins very well as most people are NOT doing a holeshot at 20psi #ad
when i get a set of slicks for the few times i race , i'll be launching in 2wd anyway as they will be shorter than the fronts and i don't want to be twisting out the front driveshaft ...

[This message has been edited by Mopar-muscle (edited 02-02-2001). ]

 

[Deezal Man]

Mopar-muscle,

I don't understand why you keep talking about YOUR truck, and what it can do. I am only trying to convey the effects of torque & HP on any given driveline. Be it a Dodge, Chevy or otherwise. .

I'm not disagreeing with what you are saying. . Believe me.

My post was in response to Barry's question:

I am puzzeled. If the V10 has 300HP and has a Auto trans, why do they have to DERATE the Cummins to put an Auto behind it?

One of the things I was trying to convey was that Barry was focusing on HP... and forgetting about Torque.

SO Again, YES the V-10 has more HP.
BUT... the V-10 has 10 ft/lbs LESS torque... so in reality, its LESS capable of snapping a shaft or breaking something... in comparison to our 5. 9's. can it?... will it?

I was not saying either motor "WILL" snap anything... Your truck proves that it won't. And that's good for all of us to know. Really... it is.

My point is that Torque breaks things... not HP.

I don't know how else to say it. .

 

[David_VT]

I love my little in-line 6. The price of diesel has taken some of the fun out of daily driving, but not enough to make me regret having the Cummins.

Adam (see the latest TDR) is my hero for lining up his big white monster with all the other 'little' 6 cylinder toyota pickups at those California fair grounds.

We can't argue that when it ONLYcomes to saving a substantial amount of cash, the V10 can meet most folks needs. No, I don't have one and never plan to, but the darn thing can tow if that is all you want out of your truck. Longevity, Bomb'ability, Fuel economy, etc are all great reasons for spending many thousands more for our engines, but if those things aren't important to you, the V10 will likely get you where you need to and leave you enough cash to buy an old rice rocket for economy.

#ad

 

[Mopar-muscle]

deezal , sorry , got a little confused , and read more into your answers than i should have , i got one of my posts in before you answered his questions and the answer you gave seemed to be directed toward me and what your 16 yr old was capable of breaking ... sorry for the confusion ...

 

[Steve M]

John Berger,
You pulled 10,000 lbs up a 3. 5-5mile 9% grade at 62mph in 4th gear? That's 3,000rpm! That's an impressive report!
Trailer Life magazine did a report on the Dodge V10 along with a Chevy 454 and a Ford 460 a few years ago. There's no doubt in my mind that a big block gasser will outpull my 5. 9L 6cyl TD. It will do it quietly and with less stress to the transmission. The cost to rebuild a gasser is less than the additional cost of my Cummins engine option. Cost of fuel is the reason diesel engines are used for moving the big loads. I hope to break even at about 100,000 miles. With the cost of diesel fuel now compared to gas, that might not happen. But, along with being my work mule, vacation tow rig, and family car, my Cummins powered truck is also my favorite toy. That means far more than any argument over which is better. Just my $. 02...

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98 2500 CC SB 4X2 12v 5spd 4. 10, -silencer, AFC+20, Edelbrock IAS, VDO gauges, Reese 15k Classic
97 Dodge Stratus 150HP
92 Harley Fatboy, Dynojet fuel management, Supertrapp 2-1
00 Jayco 25' 5th wheel, single slide

 

[drawson]

Steve, I have a good friend that has a 93 460 5 speed and 3. 73 his trailer is slightly lighter than mine(Mine's older). When I was stock he could stay with me on hills until he got hot, then he would have to drop a gear and lift out of the throttle. With just the #12 TST plate(230HP/605T) I would run away and hide from him even after he chipped and put exhaust on his. Gasser can make the HP but with the present quality of gas they can pull a load using it. Diesels best quality for towing heavy load are that they don't have a problem with pinging.

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EAT'M UP
97 2500 Club 4X4 3. 54, Forrest Green/Driftwood, LSD 5 speed, & Psychotty Air System, TST #11, 370 HP injectors, timing at 16 deg. , 16CM2 housing, AFC spring kit, Geno's Exhaust Blanket, TST EGT gauge & 0-60 boost gauge in A Pillar, Cat-be-gone, 4" Dynomax Bullet muffler, Crome 4" turn down, Rad fan removed, AmsOil Through out, Geno's trans filter kit, AmsOil Bypass system, Lund Winter front, Leer Cab Level Shell Driftwood , 255/85R16, Dyno'd 342 HP pre injectors & turbo housing *NRA/USPSA member and proud of it*

 

[JJW_ND]

We have made dozens of trips to western MT with 3 - 5 rigs at a time (grossing 20K) all pulling the same exact trailers over the last 6 years. In the early years we ran all big blocks, 5sps and 4:10 gears. Chevys, Fords and Dodges, depending whow was low bid. There was always good ones and those not so, But the Dodge V10 beat all the 454's and 460s we had. We got our first diesels in 99. Only spec change is 3. 54 gears. Made a trip with one of the best 454 (97 Vortec), and King of the hill at the time 96 V10 Dodge. Even with less the 5K miles the diesels could at least keep up and depending how aggressive one drove would pull away slightly in the bigger hills.

Second trip, Same trucks, diesels now broke in. No speed limits back then in MT. Yes we were "Reasonable and Prudient"! One leg of interstate, the diesels set the pace, I had the V10 in 4th WOT for many miles and as could not keep up in 5th. Windy that day! I have a 96TD and I think these 99s are kinda winpy.

Maybe racing the V10 might have an edge but pulling, they are not king nor is any other gasser.

jjw
ND

 

[Koa Man]

quote:
. The grade on I-77 coming out of North Carolina and into Virginia is 9% and between three and a half to five miles long. I ran that grade dragging my 10K travel trailer at 62 mph in 4th gear,

Wow, 9% grade is a monster hill. Even 6% is pretty steep. If you can pull 10K at 62 mph up a grade like that you have a helluva good running truck, don't ever sell it.

 

[Jeff H]

Why be a TDR member and not read the book? Most of what I said came out of the TDR book. I think some of us are out of tune here.

 

[John Berger]

Some additional information on the I-77 grade.

I-77 makes a seven-mile hillclimb of about 2,000 feet, commencing at the North Carolina border, with a third northbound truck-climbing lane. The top of the climb on I-77 is a summit called Fancy Gap, and is over 3,000 feet elevation. The section from NC to the interchange a couple miles north of Fancy Gap was opened in 1977. The northern 6 miles of this section traverses heavily mountainous terrain, and involved about 18 million cubic yards of excavation, making it one of the largest excavation projects in the history of the Interstate system. Southbound on the long grade, there are 3 emergency escape ramps for runaway trucks.
http://www.roadstothefuture.com/I77VA_Photos.html


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1999 Dodge Ram 3500 Quad Cab 5 spd; 4:10 LSD rear; Mag-Hytec diff. cover; US Gear EGT and Boost gauges. Amsoil foam air filter and synthetics from nose to tail.
Cummins Power, don't leave home without it

[This message has been edited by John Berger (edited 02-13-2001). ]

 

[Koa Man]

John,
The reason I am so impressed with your truck is in issue 27 of the TDR, it had a chart showing the hp requirements to climb a certain grade. They used a 3500 with GCVW of 20K. In 4th gear with the 3. 54 axle, to climb a 7% grade @ 61 mph, required 329 hp, for a 10% grade, 429 hp. To go 63 mph required 344 and 448 hp respectively. No chart listing for 62 mph and 9% grade. The 4. 10s will require less hp, and so will the fact that you are probably around 17K GCVW, but still, you have a good running truck, especially if your EGTs stay under 1300.

 

[CUMINNTSTRKN]

does any body have this chart that was in issue 27 or do ineed to buy the back issue. i'm a new member but would really like this chart.



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2001 eth ez box and more on the way

 

[EricBu12]

... ... . Test of reply password... ... ...

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2001 QC 2500 4x4 bronze W/two tone Driftwood, 24valve HO 6sp. Westin side bars, fender flares, Spray on bedliner, shell Painted to match and soon to get Bf Goodrich AT Tires. Bed rug inside shell W/aux marine deep cycle batt for lights, etc. M Brolins' CB mount.
Name of rig is "big bronze Brute"

 

[Koa Man]

CUMINNTSTRNK,
I will email this chart to you.