Gas vs Diesel

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wow.. please do keep the info flowing, and good luck! What transmission are you planning to use?
If you need any tech info, there are a few guys in alt.autos.dodge.trucks that are very knowledgeable..
Mac
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I will guys, but this is not my first cross brand engine swap.
I will use the dodge tranny and transfercase
wrote:

454, I

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it sure would be nice to put the allison behind it and avoid the dodge tranny problems... unless you want to go with the dodge 6 speed stick.. it's pretty much bullet proof..

Mac
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wrote:

How much traffic do you drive in? City traffic and freeway traffic. I really don't mind driving a stick, but pumping a heavy clutch is not my idea of fun. If its not too heavy of a clutch, or if your able to just ride the rpms a little then I would actually prefer the manual, for just the reason you said.Also, your able to shift EXACTLY when you want to a manual, instead of having that lag with the auto.
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6B Cummins & NV5600. sounds like a winning combo to me.
wrote:

really
rpms
of
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Hi Demon:
I did some checking, and if you put a stock 6-71 GMC blower on a 454, with out overdriving it with the pulleys, it should work fine.
A friend of mine that's just about an authority on putting 6-71 blowers on everything said: get it gone over by a blower specialist, like Blower Drive Service, and don't use 11.0 to 1 pistons, otherwise you'll see a nice head explosion at about 6,000 RPM.
Maybe I talked more than I should have?
Refinish King
wrote:

you
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Thanks for the double check. That is what I'd thought too.
I have a detroit specialist at my shop (he apprenticed at Waterous Detroit/ Allison dealership in the early '70s, 35 years with detroits now) He's done a couple blowers for local monster trucks too. He's shown me how to overhaul a blower. Plus I've got the detroit service manuals at the shop. I'm doing mine myself, as that's what I get paid to do. Overhaul and work on this type of shtuff. I've actually got five 6-71 blowers to harvest best parts from.........cause a set of new blades from Detroit.......$900.00 CAD.....ouch. Not going to do that.
I'd also planned a 8.5-9:1 CR.
I was still unsure on the belt drive ratio ie underdriven, 1:1, overdriven. Now I think it's 1:1 as my best bet.
Thanks again.
wrote:

dodge
much
of
the
instead
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This guy said 1 to 1:
He also said: "If it's not super tightly clearanced, to where it's going to make a 17 psi boost at 1to1 at 6,000 rpm, he'd go 10to1 compression"
If it was a Ford, he said 9to1 compression, because Ford heads do a disappearing act sometimes, BBC's are almost as good as a Hemi. He also said spend a few extra bucks and use head studs, get the block honed with the studs in and block plates.
Refinish King
PS He has a 70Mach1 429 with a blower going to a show, in New York some time next month. That I painted 15 years ago.
wrote:

I
idea
reason
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On Tue, 27 Jul 2004 00:50:51 -0400, "Refinish King"

I hope to hell you're talking about running alchohol, AVgas, or propane... at 17psi and 10:1 on 93 octane you'll pound the ring lands off the pistons in 2 or 3 WOT runs. I'd run 9:1 at the absolute most.
-Bret

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this guy builds Supercharged engines for people;
All over the country and export too. He has to know what he's talking about?
He runs a local Top Fuel dragster, and a gasoline Supercharged Camaro, 454 with 10to1 Childs and Alberts pistons.
All I can say is what I was told. That's why I stopped talking, because Demon asked a question where I knew I wasn't experienced enough to answer.
Refinish King
wrote:

the
pretty
traffic.
my
ride
manual,
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Bret Chase wrote:

Daily driven '98 mustang Cobra, 12-14 psi boot, 10:1 on 91 octane. 48lb injectors will solve the fuel lean out condition past 5,000rpm. Once that is fixed, it will be time for 16-17 psi boost, and CO2 fogger on the intercooler. The owner of this beast (my friend) said its under warranty up to 20psi boot PLUS nitrous. Its currently putting out 600HP, and is driven to work every day. As long as you have proper cooling of the intake air, as well at the combustion chamber, I think 17psi on 93 at 10:1 can be done. Just make sure that fuel supply is up to the task! You don't want to lean out with that much boost! I am also hoping this is NOT a stock bottom end.
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wrote:

I haven't driven a diesel pickup yet, but on the bobtails & semi's, you shift a lot less than you would with gas, because you have a much narrower rpm range and a lot more torque..
We're considering the stick if we go Dodge, so we can get the jake brake option..
Mac
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wrote:

really
rpms
of
Seems to me to be the other way around. Since the diesel has a narrower rpm range you have to do more shifting.
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But it has all it's power throughout that range. I have a friend that says he doesn't get below 3rd in his Ford after leaving his driveway for work. The diesel will pull out of the bottom of the rpm range without complaining.
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<Cad Man> wrote in message wrote:

dodge
much
of
the
you
instead
rpm
I only notice that my transmission (Allison) goes through all the gears as I speed up, but the engine rpm stays right about 1800. But whatever gear I am in has lots of torque. Even at idle, at about 1200 rpm, it will back up a pretty steep incline.
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you'd think so, but you actually shift less... might be because you have so much more torque, or maybe it's just semi's, where you're up against the governor most of the time...
Mac
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mac davis wrote:

I would like to have a Diesel with a Jake brake... but also like the remote start option, so the engine can be warmed up or at least warmer, by the time I get to it. I hate just jumping into my truck staring it up and going. Auto start with a manual can be rather exciting if you leave it in gear. I would think they would have a sensor to see if tis in gear or not though. Just how effective are the Jake brakes? how long can you ride the Jake? are they hard on the engine?
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wrote:

remote
time
are
Well I don't think Jacobs brakes are any harder on the engine. I mean rigs million mile the engines before first inframe overhaul with jakes. And Banks has a slick exhaust brake, aids in engine heat up by shooting the back pressure way up. Same exhaust principle on the braking side.
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Demon wrote:

ok, now time for the big question! having a jake on the Dodge Ram, does it make that rumbling sound like the big rigs????? ;-) thats all that matters really. Actually, I like the idea of saving the service brakes, especially when it comes to long decents when you just need to scrub off a little speed now and then.
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wrote:

I have to really hit the "as I understand it" thing here, but I think that the jake for the pickup is an exhaust brake and the one for semi's is a true "engine brake" that involves valves and stuff...
Anyway, from what I've read, they don't raise the noise level near as much as a semi..
We're thinking that it would be a great thing to have when going down grades with our TT, but I guess that a lot of folks feel that you don't need one with the larger brakes on the newer trucks..
Mac
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