92 ramcharger original fabric?

From : Annonymous

Q: budd you have obviously taken my reply personally and for that i apologize. no insult was intended. however for your information i am a mechanical and an electronic engineer i have been building engines from the age of 15. i am now 60. i have owned 3 machine shops been partner is 2 race engine building concerns. my current passion is high performance diesels. i have built them mostly for marine use but i just completed a design in partnership with another of an aircraft diesel for light aircraft. the prototype is now undergoing certification tests. this particular shop that i frequent is owned by a friend who has been a racer for many years. i have been building his race engines for 15 years. i am more than qualified to have an opinion. you do not have to accept it but if you are wise you should pay attention. your example of the mopar la block amplifies my point that the advantage of the v6 is held by the manufacturer. yes the bearings are interchangable as are the rods pistons cam bearings cam drive etc. as far as secondary harmonics they are not an issue in any 90 degree v8. in point of fact they are smoothest of all designs. you never see a balance shaft in a v8 but you do for v6s lincoln/mercury for exactly that reason. the mopar slant 6 was one of weakest inlines ever made and they had 5 main bearings not 4 as opposed to 7 for most others. power was very low for their displacement for good reason just to straighten you out on harmonic balancers their reason for existance is for damping torsional vibration of the crank not secondary harmonics. in line engines do not suffer from this issue on offset rod journals they are used on all 90 degree v6 engines. take one apart and see for yourself. 60 degree v6 engines do not offset the rod journal but they really suffer from secondaries. that is why detroit changed to 90 degree engines. buick had many many lawsuits after they first introduced the v6 engine it was a 60 degree motor because of block crank and main web failures. that is why they now use 90 degree cranks. steve i am very happy for you that your experience with v6s has been so successful. others have not been so happy with theirs budd you didnt understand my reply. i didnt say they vibrated. i said they were a poor weak excuse for a motor design. i understood what you wrote down . . and you are still wrong. they are as good as any design. in fact the 3.9 v-6 used by mopar is an la block with two cylinders removed. yeah that la block is a terrible design. you can balance anything even a v6. yep so a v-8 is a bad choice for balancing due to secondary harmonics. did you know the slant six really doesnt need a harmonic balancer do they have only 4 main bearings yes. as does the slant six which is far more durable than gm and ford 7 main inlines. did you know the main bearings on the forged crank engine are the same size as the b-rb engines do they compromise the cross sectional area of the crank journal with rod journal offset yes. and your proof is do they suffer from exceptional unnecessary tortional crank stress yes. does a v8 have the same faults no. are they as reliable as a v8 certainly not! once the new car warrantee expires who own this extra risk the consumer! its your dime make your choice. do your own survey compare head gasket failures. and how were those engines treated my lebaron just got done with two 1000 mile trips in less than a month and didnt use a drop of oil. it purred like a kitten towing around 1000 pounds back from phoenix to moab ut and still delivered excellent fuel economy . . at just under 90000 miles on the odometer. i have a freind in canon city co that is wanting my oldest son to help overhaul the v-6 in his ford ranger four-by at 130000 miles. i kew of a gmc odd fire v-6 in a half ton truck with 238000 on it and never been torn down in a shop that i frequent i have observed a more than 2 to 1 for the v6 over v8s and the customer base is 4 v8s for every v6. in a shop you frequent . . . .ah . . now we find out your area of expertise. have you ever been inside an engine in your life or do you consider the word of a half-trained tech to be gospel who owns those v-6s ricer wanna bes that run the heck out of them but dont know how to check the oil ya just blew any credibilty on this topic right out of the water. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. .

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From : spur

during the past week my 2000 ram diesel has started popping the starter solenoid fuse. ive never had a problem or noticed any degradation in performance prior to this. turning on the key lights the dash fans etc. as expected. after waiting for the wait to start light to go out i turn the key. i get no sound from the starter at all and the fuse pops within one or two seconds. since it started doing this ive gotten one successfull start the rest have poppped the fuse. the weather isnt incredibly cold here high 20s to low 30s at night and the truck has been plugged in. my thinking is starter but i want to see if there is anywhere else i should look or any way to test the started to see if its the problem. any help is greatly appreciated. take a look at the battery cable end that goes to the solenoid. the rubber boot has a drain hole that gets plugged with crap and corrosion takes off. p w .