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Diesel black smoke is only harmful to the wallet of the driver, as it is a sign of overfueling, which produces excess carbon. While it looks ugly, it is harmless, as the carbon particles will simply float to the ground and become one with the dirt.
And if you heard a diesel that sounds like CLACK CLACK CLACK, then that engine needs it's valves adjusted BADLY. A good, properly adjusted and tuned diesel will produce very little gray smoke and purr. Not black clouds and clacking.
Although most racing diesels are injecting propane or kerosene, which usually causes that special kind of black smoke. Although if they were to increase boost pressure a little more and leave the fuel alone, it would more than likely clear up, just run hotter. But, since the black smoke doesn't hurt performance, and doesn't get as hot, no reason to get rid of it.
Uh, propane destroys diesels, hardly anyone with half a brain runs it anymore. Thick black smoke=power. Diesels work on volume and pressure, nothing like a gasoline engine.
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Friggin OTards
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I learned an important lesson in the art of debate. Present your argument clearly, arm yourself with cutting wit and of course, bob and weave!
Originally Posted by TAoW1939 MustangCat, you completely missed the point, your points were kinda valid, but we weren't discussing the price of diesel.
First off, get your head out of Octane land, the biggest difference between a diesel and a gas engine is that there is NO A/F ratio, you are at full air all the time, the air supply is not regulated at all (except for the boost controller), the throttle controls the rate of fuel and nothing else.
on problem, there is no boost controller, even on the newest rigs. it's all wastegate actuated. and btw, there is an AFR controller, but it's only to meet emmisions
A wastegate is a boost controller, and the "A/F" is purely an emissions thing, nothing to do with tuning
Second, 40 psi is not the norm for a diesel engine, the largest and most powerful Diesel engines on the road (tractor trailers) average around 25psi. Most light duty diesel trucks average less than half that. If you were to cram 40 psi into a cummins or powerstroke, you would be touching the 1500-1800 ft/lbs of torque range on pump Diesel.
i don't know where you got 25psi from, trucks haven't been hitting 25psi since the late 60's. the average is around 39psi for a stock rig. btw, i've worked on a Peterbuilt with a modded Cummins N14 that was pumping 75psi max boost. the owner never had trouble pulling 80,000lbs up a 6% grade (nor did he have problems running his Pete big old Pete to a 14.21@98mph)
Are you really trying to drag big rigs into this? I built a common-rail that holds 70psi on sequential turbos, in an F250
Diesels have no use for nitrous, they have Propane (which is Nitrous for Diesels), which also happens to be cheaper.
as stated before, nitrous is used, just on the IC.
Both of you are wrong on this one. Propane is used to destroy diesels, nitrous is used to make gobs of power, it adds more oxygen to the mix when you are dumping gobs of fuel into the chambers. Nobody uses it to cool their intercoolers on diesels
And since you obviously didn't watch the video (come on, you would have at least commented on an 11 second 8000 pound diesel truck), you have clearly made up your mind already, so I won't argue with you any longer.
i don't think that truck was close to 8k lbs, my crew cab Duramax is 7500lbs. that was an extended cab Ram, which is quite a bit lighter than the Duramax.
Have you ever put one on a scale? You have no clue what those trucks race weight are. There are a lot of extra pounds when you start adding turbos and larger intercoolers and heavier, beefier transmissions and many of them are 4wd which adds a ton of extra weight. Almost 95% of the street diesels have ZERO weight reduction.
Because we all know what Einstein said.
some was right, but not a lot
Finally, someone was right
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Friggin OTards
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I learned an important lesson in the art of debate. Present your argument clearly, arm yourself with cutting wit and of course, bob and weave!
A 7.3L has already been stuffed into a fox body, it wasn't anygood. Too much torque and weight for the frame to handle, we pretty much twisted the sh!t out of the car, it had to be junked, the unibody was completely trashed
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Friggin OTards
Quote:
I learned an important lesson in the art of debate. Present your argument clearly, arm yourself with cutting wit and of course, bob and weave!
stay away from the 6.0, it's not a real reliable engine. you'd be better off stuffing a 7.3 in there
A stock 6.0 with head studs can hold 60lbs of boost, or 850lbft of torque with no problems
You've pretty much acted like a 3yr old in the deep end without adult supervision in this whole thread, you have no idea what you've gotten yourself into, that must suck.
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Friggin OTards
Quote:
I learned an important lesson in the art of debate. Present your argument clearly, arm yourself with cutting wit and of course, bob and weave!
A stock 6.0 with head studs can hold 60lbs of boost, or 850lbft of torque with no problems
They are strong engines, but they do have a good bit of problems. Our fleet doesnt have that many 6.0 compared to the amount of older 7.3s, and we see the 6.0s way more. Nothing major though, just the little stuff.
The 6.0s are stronger, quieter, and better running engines, but require a tad more maintenance then the 7.3s.
Luckily I don't have to work on them, I just get to hear our Light Duty guys cuss at them all day lol.
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"A man has no principles or morals, if he does not act with great conviction upon those which he claims to have."
"For some reason beyond all rational and logical thought, an arcane belief continues to exist. That the actions of one somehow warrants the limitation, or even the revocation, of the unalienable liberties of another. While the intentions behind this rationale could be considered noble, it is unexcusably naive, and must be resisted at all costs."
The biggest weakness in the 6.0 design was the head bolts stretching causing almost all of the head gaskets to blow, and in the trucks the cab has to be lifted a few inches to get the passenger side head out. Once they get studded, which we did a lot of, they do pretty good, no more problems than any other engine.
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Friggin OTards
Quote:
I learned an important lesson in the art of debate. Present your argument clearly, arm yourself with cutting wit and of course, bob and weave!
when my neighbor finishes his truck ill have to put pictures up. hes runnin and older cummins in his 92' f-350. hes hoping to get at least 1200ft/lbs out of it.
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1967 mustang coupe
2003 dodge durango
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