Originally Posted by Holsteinman

Dude, If the Dodge is so bad get rid of it. No one is making you keep it.

Originally Posted by FAY

Why did the software put this message in the incorrect place????

Obviously, there are many V engine configuration adherants who do not have a complete understanding about what makes an inline engine superior in some respects, while a V engine is better in other areas of performance. An inline engine can be made to run at high rpms similar to a V engine, but the inline engine, in that case, would have to lose some of its durability at low rpms. Engine components would have to be made lighter. The V engine during manufacturing can be strengthened to be able to withstand a somewhat high torque at low rpm, but it would then lose some ability to sustain high rpms without possible damage resulting in the engine. The V engine components would have to be made stronger and heavier to withstand a higher early torque. The unchangeable fact remains in that the inline engine can always be made the strongest if maximum low end torque is the only priority to consider. On the other hand, the V engine can never be made to rev higher than a inline engine if that is the only criteria when maximum strength to sustain torque at low rpms is theoretically or hypothetically not an issue.

If eveything is of equal strength the following is the deciding factor or the bottom line. I have said before that seven crankshaft main bearings for six connecting rods will be stronger than five crankshaft main bearings for eight connecting rods when all materials are of equal strength. There is also more tension on the V engine crankshaft rod journals with two connectiong rods on each crank throw as compared to an inline crankshaft rod journal with only one connecting rod if both types of engine produce an equal force on each power stroke.

In other word, if Cummins is replaced by a Mercedes V8 diesel, it will have the same physical limitations that the present deficient V8 diesel engines have with few exceptions. The inline engine has a lower rpm red line than a V engine if the inline engine needs a strong bottom end. The inline engine cannot have its cake and eat it too, just like the V engine cannot have as high a rpm red line if maximum bottom end strength is needed.

If V configuration would have been superior for utilizing maximum low end torque, then all transport trucks would be fitted with V configuration engines, but it is the other way around. All work units have inline engines. The 8V92 got tired looking at a grade incline, unless the rpm was kept above 2700 rpm.

The world has been brain washed to think V configuration engines are superior to inline engines because V engines provide more power in less engine length. I think it is rediculous to put a V6 gas engine in a full size pickup with a foot and a half space between the front of the engine and radiator. An inline six cylinder gas engine would have produced more power and utilized the wasted space.

Originally Posted by Rammer64

We had a Tech Rep from Detroit Diesel come in today at work who was teaching us some new techniques for the MBE900 series Mercedes in our fleet. As we were talking, He said that the new emission standards put in place for 2007 will put the MBE900 series in the RAM pickup instead of the Cummins. It will be the OM902LA rated at 330hp and 1000 ft/lbs of torque.
The OM902LA is a stroked EGR'd version of the OM906LA.
The Cummins will no longer be an option appearently, and the Mercedes transmission will eventually be the start of a complete driveline change.

Originally Posted by Jack Thorpe

So how does this explain the contract extension that Cummins and Dodge signed together past 2010? That doesn't make sense.