Dodge pulling 155,000 lbs
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From: Place with no quail:(
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From: Stillwater, OK
You know where that came from don't you? I'll not expand on it as to stir it up again. I'll just sit here and keep my mouth shut like an adult.
Anyways, my bad. I should have said, "the fuel pumps probably failed on the dually" and not tried to be specific as it did not work out for me.
Anyways, my bad. I should have said, "the fuel pumps probably failed on the dually" and not tried to be specific as it did not work out for me.
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From: Pattonville, Texas
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Joined: Nov 2005
Posts: 7,785
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From: Pattonville, Texas
Registered User
Joined: Nov 2005
Posts: 7,785
Likes: 3
From: Pattonville, Texas
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Joined: Dec 2004
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From: Weatherford Texas
Well here is what I found believe it or not.
http://www.trucktrend.com/features/t...ns/engine.html is the actual link
From Motor Trend Truck Trend article 2004
2004 1/2 Dodge Ram Cummins
Internally, the engine has hardened valve seats with Inconel exhaust valves in Stellite seats, bigger piston bowls, and piston cooling has been upgraded. Instead of a simple oil spray aimed at the bottom of the piston, the oil is directed into a galley that runs through the piston near the ring pack to ensure nothing melts together. The mechanical and electronic upgrades were validated with 22,000 hours at WOT (wide open throttle) on the dyno and 1.5 million road miles. In addition, service intervals have been lengthened to 15,000 miles (normal) and 7500 miles (severe service). Design life to overhaul is 350,000 miles--you'll need a new paint job for your truck before an overhaul, maybe two.
To get the most out of the engine as fitted in the Ram, a new cold-air-intake system, good for a 30-40 degree F drop from previous designs, feeds a new intercooler that flows more with less pressure drop. The cooling-fan shroud is now attached to the engine for tighter clearances and better airflow, while the exhaust uses a new elbow and four-inch tubing.
The "Ram 600" pulls as well as any pickup and might get slightly better fuel economy. With clutch engagement torque at about the same level as a Hemi's peak torque, an idling engine will get 15,000 pounds moving uphill in second gear if you feather it right (not something we recommend doing often, but it impressed us). If you four-wheel, you'll find the engine quits around 400 rpm, which we attribute to electronic controls. We should note here that the new tow rating is 16,450 pounds (best in class, so far), but GVWR remains the same at 23,000 pounds.
Heavy-duty models account for about 40 percent of Ram sales, with diesels as 70 percent of the HDs. With the new up-rate in power at about $135 more than last year's--$5200 over the base-engine Hemi--it wouldn't surprise us to see diesels soon powering a third of all Rams. Look for a bigger Hemi and a smaller Dodge diesel coming soon as well.
http://www.trucktrend.com/features/t...ns/engine.html is the actual link
From Motor Trend Truck Trend article 2004
2004 1/2 Dodge Ram Cummins
Internally, the engine has hardened valve seats with Inconel exhaust valves in Stellite seats, bigger piston bowls, and piston cooling has been upgraded. Instead of a simple oil spray aimed at the bottom of the piston, the oil is directed into a galley that runs through the piston near the ring pack to ensure nothing melts together. The mechanical and electronic upgrades were validated with 22,000 hours at WOT (wide open throttle) on the dyno and 1.5 million road miles. In addition, service intervals have been lengthened to 15,000 miles (normal) and 7500 miles (severe service). Design life to overhaul is 350,000 miles--you'll need a new paint job for your truck before an overhaul, maybe two.
To get the most out of the engine as fitted in the Ram, a new cold-air-intake system, good for a 30-40 degree F drop from previous designs, feeds a new intercooler that flows more with less pressure drop. The cooling-fan shroud is now attached to the engine for tighter clearances and better airflow, while the exhaust uses a new elbow and four-inch tubing.
The "Ram 600" pulls as well as any pickup and might get slightly better fuel economy. With clutch engagement torque at about the same level as a Hemi's peak torque, an idling engine will get 15,000 pounds moving uphill in second gear if you feather it right (not something we recommend doing often, but it impressed us). If you four-wheel, you'll find the engine quits around 400 rpm, which we attribute to electronic controls. We should note here that the new tow rating is 16,450 pounds (best in class, so far), but GVWR remains the same at 23,000 pounds.
Heavy-duty models account for about 40 percent of Ram sales, with diesels as 70 percent of the HDs. With the new up-rate in power at about $135 more than last year's--$5200 over the base-engine Hemi--it wouldn't surprise us to see diesels soon powering a third of all Rams. Look for a bigger Hemi and a smaller Dodge diesel coming soon as well.
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Joined: Jul 2006
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From: Lewiston ID
Well here is what I found believe it or not.
http://www.trucktrend.com/features/t...ns/engine.html is the actual link
From Motor Trend Truck Trend article 2004
2004 1/2 Dodge Ram Cummins
Internally, the engine has hardened valve seats with Inconel exhaust valves in Stellite seats, bigger piston bowls, and piston cooling has been upgraded. Instead of a simple oil spray aimed at the bottom of the piston, the oil is directed into a galley that runs through the piston near the ring pack to ensure nothing melts together. The mechanical and electronic upgrades were validated with 22,000 hours at WOT (wide open throttle) on the dyno and 1.5 million road miles. In addition, service intervals have been lengthened to 15,000 miles (normal) and 7500 miles (severe service). Design life to overhaul is 350,000 miles--you'll need a new paint job for your truck before an overhaul, maybe two.
To get the most out of the engine as fitted in the Ram, a new cold-air-intake system, good for a 30-40 degree F drop from previous designs, feeds a new intercooler that flows more with less pressure drop. The cooling-fan shroud is now attached to the engine for tighter clearances and better airflow, while the exhaust uses a new elbow and four-inch tubing.
The "Ram 600" pulls as well as any pickup and might get slightly better fuel economy. With clutch engagement torque at about the same level as a Hemi's peak torque, an idling engine will get 15,000 pounds moving uphill in second gear if you feather it right (not something we recommend doing often, but it impressed us). If you four-wheel, you'll find the engine quits around 400 rpm, which we attribute to electronic controls. We should note here that the new tow rating is 16,450 pounds (best in class, so far), but GVWR remains the same at 23,000 pounds.
Heavy-duty models account for about 40 percent of Ram sales, with diesels as 70 percent of the HDs. With the new up-rate in power at about $135 more than last year's--$5200 over the base-engine Hemi--it wouldn't surprise us to see diesels soon powering a third of all Rams. Look for a bigger Hemi and a smaller Dodge diesel coming soon as well.
http://www.trucktrend.com/features/t...ns/engine.html is the actual link
From Motor Trend Truck Trend article 2004
2004 1/2 Dodge Ram Cummins
Internally, the engine has hardened valve seats with Inconel exhaust valves in Stellite seats, bigger piston bowls, and piston cooling has been upgraded. Instead of a simple oil spray aimed at the bottom of the piston, the oil is directed into a galley that runs through the piston near the ring pack to ensure nothing melts together. The mechanical and electronic upgrades were validated with 22,000 hours at WOT (wide open throttle) on the dyno and 1.5 million road miles. In addition, service intervals have been lengthened to 15,000 miles (normal) and 7500 miles (severe service). Design life to overhaul is 350,000 miles--you'll need a new paint job for your truck before an overhaul, maybe two.
To get the most out of the engine as fitted in the Ram, a new cold-air-intake system, good for a 30-40 degree F drop from previous designs, feeds a new intercooler that flows more with less pressure drop. The cooling-fan shroud is now attached to the engine for tighter clearances and better airflow, while the exhaust uses a new elbow and four-inch tubing.
The "Ram 600" pulls as well as any pickup and might get slightly better fuel economy. With clutch engagement torque at about the same level as a Hemi's peak torque, an idling engine will get 15,000 pounds moving uphill in second gear if you feather it right (not something we recommend doing often, but it impressed us). If you four-wheel, you'll find the engine quits around 400 rpm, which we attribute to electronic controls. We should note here that the new tow rating is 16,450 pounds (best in class, so far), but GVWR remains the same at 23,000 pounds.
Heavy-duty models account for about 40 percent of Ram sales, with diesels as 70 percent of the HDs. With the new up-rate in power at about $135 more than last year's--$5200 over the base-engine Hemi--it wouldn't surprise us to see diesels soon powering a third of all Rams. Look for a bigger Hemi and a smaller Dodge diesel coming soon as well.
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