XLR8R

Good point!

superf350

Where have you seen a 6.0 snap a rod?

XLR8R

Isn't that how they were nicknamed "PowerBroke"?

mj007

You got to remember that the Cummins is rated as a 'Medium Duty Diesel' while the Powerjoke and Diapermax ar 'Light Duty' diesels. That's why their 'puters won't let them make any torque until they're a ways above 2 grand. They are a throw away outfit from the get go. That baby Alison in the GM is a joke also! They start gettin' hot and the computer de-rates the engine to save the tranny while you end up sitting on the side of Monarch or Red Mountain Pass with your face hangin' out and the Powerjokes are just as bad when they are loaded and pulling grade. If they pulled as hard as a Cummins down low in the Rs they would both shell those wimpy rods right out the pan. I've seen too many of them sitting on the shoulder to ever consider giving them anything but the high sign when I blow by them.....Man, you boys really got me to going. I'm going to bed. C-ya!

P.J

mj007, now.....why don't you tell us what you really think?!

superf350

The 6.0 is IH's VT365 which is used in their medium duty trucks.

http://www.internationaldelivers.com...t365detail.asp

HOV

Anyone else have a line on that pic of the tranny input shafts compared?

dodgezilla04

i still cant find it. i havent given up though.

XLR8R

DiaperMax, that's a new one

HOV

You're a trooper!

FAY

A longer piston rod length is necessary whenever the stroke is long. A long stroke is achieved by having long crankshaft throws. The piston rod length is dependant on physical mechanical design proportions. If the piston rod was not long enough when mated with a crankshaft with long throws the bottom of the piston skirt would hit the crankshaft at bottom dead center. Both the Cummins piston rod wrist pin and crankshaft journal openings are of a greater diameter then that in either of the V8 piston rods openings. That indicates the piston wrist pin and crankshaft journal are larger to handle more low engine speed torque forces. The piston rod is also heavier to withstand more torque force. The higher torque at low engine speed necessitates physically heavy engine components to prevent component fracture. On the other hand, heavy components hinder attaining high engine speed without stressing the engine components. Heavier pistons, wrist pins and piston rod eyes create massive inertia forces within the engine at BDC and TDC, and the heavier crankshaft throws, crankshaft journals, and piston heads produce massive centrifugal forces around the crankshaft's rotational center. The inline six engine is best suited for high torque at low engine rpm because it has seven main bearings while the V8 configuration has only five main bearings with two piston rod heads on every crankshaft journal. The V8 crankshaft journals take more punishment than I-6 journals under equal force; therefore, V8 engines can't be fueled safely as much initially as and I-6 engine. The lighter V8 engine components are physically unable to withstand high engine torque at low engine speeds and need to be turning faster to build some inertia to exert enough force at the flywheel. Inturn the V8 components must be light to prevent excessive inertia and centrifugal forces at high engine rpm. The greatest force is required to start a load from standing still while on a steep grade ascending far. Once the load is moving a somewhat lower force is required to reach desired velocity on a level road and then less force is required to keep it moving down the road at a constant velocity. The inerta developed within a moving mass to keep the mass moving down the road requires an engine to put out less torque than when starting from a stand still. V8 engines can pull better with an automatic transmission because the tranny slippage allows the engine to rotate faster to build up flywheel inertia before having to pull hard. V8 engines can attain higher engine rpms because their components are lighter and their strokes are shorter. On the other hand, V8 engines can't physically develope as much torque as the Cummins can at lower engine rpms without damaging V8 engine components. I-6 engines do not have the excessive vibrations and slight countering forces from each cylinder bank developed in V8 engines to further stress the components. I-6 diesel engines are designed to be efficient work engines.

tomd

That’s one of the best and most understandable posts I think I have ever read!
Einstein would be proud! Thanks very much for you time, and thanks for sharing your talents and knowledge with us. I find your way of describing things excellent.

Best Regards,
Tom D

XLR8R

Could you rephrase this relative to the juxtaposition of the Cummins and V-8 diesels?

Thanks for the thoughtful post.

HOV

Seconded. Outstanding post.

P.J

FAY don't play.