OT: engines

Hell, Lingenfelter goes the twin turbo route for the Corvette too - 725 hp for the top of the range one he does.

Dave Milne, Scotland '91 Grand Wagoneer, '99 TJ

The 917 Panzer Porsche would have been only able to put out 900 to

A Roots blower takes up to 50% of the power gain of the engine to turn it. The BSFC of Roots-blower four cycle gasoline engines is terrible and the blower life is too, unless it can be declutched like the 540K Mercedes and Bugattis prewar. The much-loved Blower Bentley was a pain in the ass and until they became stupid money collectibles many had their blowers gutted and were run NA.

So will those on Cumminses, Cats, Detroits, Macks, Lycomings, Continentals, EMD's, Fairbanks-Morses and Wartsilas. What's your point here????

All material objects can be damaged by improper use. Consider, for example, your brain.

Slow turning truck engines will also last longer than small gas engines. But who wants a two seat car with a 3000 lb engine? The small turbo can be re-cartridged for less than the seal kit on a heavy truck unit. In fact a car turbo will usually go the overhaul life of the engine whereas heavy truck engines will go through a couple before the engine comes out.

And experience shows professional drivers DO NOT know how to read a "pyro" or EGT gauge. Besides most LTL and company sleeper cab trucks do not have one. They don't even put trailer brake hand valves ("johnny bars") on them anymore. Go look in the cab of any Swift, JB Hunt, Schneider, CFI or other major carrier's truck. And most OOs buy _their_ used trucks now-they don't have them either. Only independently wealthy spoiled bull haulers have the pimp wagon trucks with dashes like a 727 F/E panel anymore.

Yup, number 1 cause of failure on the turbo Corsa Corvair, running it hot and failing to cool it down.

L.W.(ßill) Hughes III proclaimed:

I know a LOT of truck drivers and trucking company employees. You need to get out of Fantasyland and see how it's done in the Midwest, in fact, everywhere else.

Driving trucks in California is nuts. Driving them in New York is bad enough, but California is ten times worse. That's why California truckers all suffer brain damage after a short period of time. JB Hunt, and all the other big TL carriers won't recruit California drivers anymore. They are all like you, Bill, although admittedly few are quite as advanced.

Well, yeah, but I suspect that by the mileage at which a properly spec'ed and decently cared for and operated heavy diesel gets its overhaul, the average passenger car is probably in the junkyard or at best being nursed along in commute-beater or trickle-down-economy status.

--Joe

Get off your lazy, CJD-addled rear end and go look at the truck next time you are parked next to a JB Hunt, CFI, CR England, Schneider truck or a FedEx or YellowRoadway truck and ask if you can look at the dash. No pyro, no trans or rear end temp gauges, no johnny bar, it's like a pickup with one red and one yellow button for brakes and maybe an interaxle diff lock and of course, if there's even a clutch pedal, you have a range switch on the shifter. One, never two, no 13 or 18 speeds anymore. Not in fleet trucks. I don't care about your uncle who has a fourth grade education and special ordered a twin stick anteater Kenworth. He's a fortunately nearly extinct breed now.

You are on powerful, powerful drugs and obviously if you have a CDL you should have the DOT road test you. They have the right to do that you know.

The truck in the picture has a full gauge set fleet trucks do not. They have speedo, tach, oil pressure, water temp, ammeter, and of course two air pressure gauges. What else do you really need?

Go take a picture of a JB Hunt or Schneider dash. Surely you see one parked someplace. When you have then post it so we can see.

Oh insane one,

Tell me what extra gauges a truck with a 5th wheel needs that if that same chassis Class 8 truck were a straight truck, like a construction truck,it would need. And if that's so, do you need still more for pulling doubles and triples?

The only connection to the tractor, is a 5 or 7 pin pigtail and two "gladhands" or air fittings. No data comes back to the tractor.