V6 vs V8

From : linuxnut

Q: i bought a 97 dodge dakota about 4 months ago and had thought it was the best running truck i had ever owned. in about 3500 miles it has cranked but would not idle 2 times. you can keep it running and get to garage and it will run perfect. the check engine light does not come on. the mechanics say it has to mess up before they can find the problem.it is almost like it is not getting gas. anyone else had this problem. kvh .

Replies:

From : roy

roy aka p w for one more day g i caught those couple o times you slipped up but im being a nice guy. you know tis the season...... i think youre being overly reasonable... i dont remember anything in the original bet where it was stated he could abbreviate his signature. imo p.w. just doesnt cut it bitch bitch bitch never cut a guy any friggin slack. okay. pudgy friggin wudgygbmfg now that is more like it!!!!!!!!!! vbg denny aaarrrrggggg .

From : tom lawrence

roy aka p w for one more day g i caught those couple o times you slipped up but im being a nice guy. you know tis the season...... i think youre being overly reasonable... i dont remember anything in the original bet where it was stated he could abbreviate his signature. imo p.w. just doesnt cut it bitch bitch bitch never cut a guy any friggin slack. okay. pudgy friggin wudgygbmfg now that is more like it!!!!!!!!!! vbg denny .

From : denny

another variant of that old axiom a fool and his money are soon partying. .

From : mac davis

on fri 17 dec 2004 154745 -0600 mike simmons mikesim@yhti.net wrote snip btw you neednt reply to this since i shant engage you in a pissing contest... i dont suffer fools. mike ouch!! thats gonna leave a mark.. .

From : roy

im in the same boat with my 97 dakota uppers replaced twice lowers once. moog the last time! why not start a class action suit i made a nhts report that 97s on were the same before the recall. include me please if you do. anyone with pre 2000 vehicles feel slighted that the safety recall d47 did not include their vehicles. upper ball joints are the same as those on the 2000 - 2003 models. i was just advised by the dealer my 1999 dakota needed the ball joints replaced with just 79k kilometers on it. i talked to chrysler canada and was told by amy tough luck but my vehicle is not included. i said the owners of pre 2000 dakotas should be given the same considerations for safety recalls as anyone else no so according to amy. end of discussion. any ideas on getting some action .

From : budd cochran

ok ill be a good boy and shut up. no not shut up ignore. g roy aka p w -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. on fri 17 dec 2004 195407 gmt budd cochran mr-d150@citlinkspam.net wrote he is spouting considerable erroneous information based on his claimed electrical engineering degree and supposed experience. im just trying to educate him. budd you know better than that.. how can you explain or teach anything and expect it to be listened too when youre in someones face challenging them just chill budd.. youre a better person then that.. .

From : roy

ok ill be a good boy and shut up. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. on fri 17 dec 2004 195407 gmt budd cochran mr-d150@citlinkspam.net wrote he is spouting considerable erroneous information based on his claimed electrical engineering degree and supposed experience. im just trying to educate him. budd you know better than that.. how can you explain or teach anything and expect it to be listened too when youre in someones face challenging them just chill budd.. youre a better person then that.. .

From : budd cochran

post the manual budd or once again you are full of shit. -- if at first you dont succeed youre not cut out for skydiving rotflmbo!!! whatever. you can whine and weasel all you want. you have been shown to be so full of crap your eyes are brown-shot. thermosiphon flow is not a high volume flow and i never said it was. i said it was a form of pumping. study your physics again. can you name a pumping action that has no moving parts and defies gravity the system the op asked about requires according to the manufacturers of the similar products i have used a flow thru the radiator for efficiency. all your pathetic little protests about you being right and my being wrong are shot to heck by that one little fact its designed for a return flow thru the radiator. whether you can admit it or not is like you irrelevant. it will not change the truth that you are wrong according to the manufacturers. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. what keeps the hot flow and the cooler flow from mixing causing a restrictive turbulence and reduced efficiency besides the fact that you yourself admitted that if the temperature really did get up operating temperature the thermostat would open anyway and allow your dreaded flow to the radiator. the turbulence does occur to some degree and there is nothing wrong with that. you do not want it to be too efficient or like max said it would have a difficult time heating that large of a cross section of water. even full blown thermosiphon systems dont move water all that fast and the engine produces much more heat than that little 600 watt radiator hose heater. -- if at first you dont succeed youre not cut out for skydiving .

From : budd cochran

heyidiot!!! you didnt specify you made a blanket statement. you are wrong. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. and on a dodge v8 which is what the op has that is exactly where they do. as for the other engines i said that the three circuits are still in a parallel configuration and you have yet to prove differently. -- if at first you dont succeed youre not cut out for skydiving from your post of 12/16/04 1101 am all three leave the same chamber of the intake manifold and if you think differently prove it and they all return directly to the water pump. thats what you said idiot. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. it is still in parallel budd semantics aside. -- if at first you dont succeed youre not cut out for skydiving your claim was that all bypasses went into the intake in parallel to the thermostat. on the slant sixes it goes into the head in parallel. you are wrong. pay up or shut up. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. really budd perhaps you had better look again. -- if at first you dont succeed youre not cut out for skydiving slant sixes. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. once again you show your ignorance. all three are in parallel since they all leave from the same place on the intake and all return directly to the water pump. you do know the definition of parallel dont you that depends on design and varies from vehicle to vehicle. really name one modern vehicle where this is not the case. better yet name one chrysler product where this is the casr since the op is talking about a dodge. the only thing the bypass is directly in parallel with is the thermostat. the bypass hose is not to provide an alternate route for coolant to bypass the heater core it is to provide for circulation when the thermostat is closed. no shit sherlock. try telling that to your buddy budd. but the heater circuit is still in parallel with the radiator and the bypass. sorry to dissapoint you moron ooops the name calling in leiu of facts defense. you are done. lol no but you are and once again you had better talk to your buddy budd. -- if at first you dont succeed youre not cut out for skydiving .

From : budd cochran

what rpm do you want diesel locomotive engines and those enormous ship diesels have maximum speeds of only about 700-900 rpm yet the locomotive can be going 100+ mph. i have the single cylinder briggs on my cushman geared for 3200 at 50 as a comparison. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. on fri 17 dec 2004 181746 -0600 dan j.s. me@hyperx.com wrote steve lusardi wrote it appears that you purchased your truck in accordance to your needs and for that you should not feel bad. i do not like v6 four cycle motors for pure engineering reasons. try to work out a balanced firing order in a v configuration you will realize that there isnt one. you may think that a 120 degree crank and a 60 degree v is the right answer. it is for a two stroke but not a 4 stroke reguardless of the v angle. the commonly used offset is 90 degrees and there are no common rod journals as in a v8. the rod journals have an offset. this puts a great deal of stress on the blocks main bearings crankshaft and lower end bearings. add to that the rod journal offset and you have a substantially weaker motor. the beneficiary of this is the manufacturer in space allocation. that is why you primarily see them in the smaller vehicles. the manufacturers could also build v8s in a similar size but that would involve the use of parts that could only be used in that engine. you see another savings the manufacturer realizes is the common use of the v8 parts in the v6 as the bore and stroke of both motors are usually the same. you as the end consumer end up paying for benefits you dont receive. there is more i could go into the generation and damping of secondary harmonics tortional vibration on the crank main bearing support space etc. but in the end 6 cylinder motors should be inline. steve my favorite engine would only have 1 cylinder that is huge. no need to balance anything then. except for your kidneys..lol i wonder what rpm it would be turning at about 70 mph... .

From : roy

whatever you decide jerry. id rather we remain friends. my only reasoning is that this group was once a lot better source of information than it is now and i was only trying to maintain some quality here. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. budd cochran wrote 12/16/04 248 p.m. second sentence states hes a mechanical and electrical engineer no it doesnt for christs sake. learn to read budd. whatever. fine. im just trying to prevent another t-bone in the group. with these kind of moronic statements you can kiss my ass. wake up and smell the coffee budd .......... just because i or no one else has said anything to you doesnt mean youre not the second biggest troll of a cry baby around here. while im at it if you think because no one has called you out with your stupid pissing contests with tbone that it means they support you actions then you are sadly fooling only yourself. another t-bone my ass........... only thing that comes close to that description would be you. if you had any sense at all you would understand what mac was really trying to tell you. jerry .

From : denny

i have a 2005 2500hd quad cab with a 160 amp alt. and 750 cca battery but when i use the snow plow a lot angle up and down the batt. gauge goes full left and the check guages light comes on. both the truck and plow are new and have been checked and i am told are ok. am i doing damage to the electrical system fred i had a similar problem when i first started plowing. i checked this and that ran heavier gauge batt cables and all to no avail. then i started running dual 900 cca batteries and took care of the problem. when i got my 95 truck a number of years ago that was one of the first modifications for the plow was dual batteries. now the only time my voltage drops is when im on a short lot where the blade is going up and down without much driving in between. you didnt say what kind of plow you run. my meyers has what looks like a starter motor that runs the pump. its bound to pull some amps when you hit the switch. he says it is right off the battery fisher uses a solonoid for the controls. i wonder....need more info!! roy aka p w denny .

From : mac davis

on 17 dec 2004 163755 gmt ninebal310@aol.committed ninebal310 wrote from mac davis they told her that the alternator was bad.. it was putting out about 13.5 volts and should be putting out at least 14.5... wouldnt 14.5 burn up the battery i am no electrical engineer but 13.5 volts should have been enough output under a load condition to sustain a charge in the batt. 14.5 would be the high end of alt. output and not damage the batt. 13.8 is usually normal as far as i know. - hope this helps. hank thanks hank... that gives me some middle ground to take back to the shop she bought the battery at.. .

From : mac davis

on fri 17 dec 2004 181746 -0600 dan j.s. me@hyperx.com wrote steve lusardi wrote it appears that you purchased your truck in accordance to your needs and for that you should not feel bad. i do not like v6 four cycle motors for pure engineering reasons. try to work out a balanced firing order in a v configuration you will realize that there isnt one. you may think that a 120 degree crank and a 60 degree v is the right answer. it is for a two stroke but not a 4 stroke reguardless of the v angle. the commonly used offset is 90 degrees and there are no common rod journals as in a v8. the rod journals have an offset. this puts a great deal of stress on the blocks main bearings crankshaft and lower end bearings. add to that the rod journal offset and you have a substantially weaker motor. the beneficiary of this is the manufacturer in space allocation. that is why you primarily see them in the smaller vehicles. the manufacturers could also build v8s in a similar size but that would involve the use of parts that could only be used in that engine. you see another savings the manufacturer realizes is the common use of the v8 parts in the v6 as the bore and stroke of both motors are usually the same. you as the end consumer end up paying for benefits you dont receive. there is more i could go into the generation and damping of secondary harmonics tortional vibration on the crank main bearing support space etc. but in the end 6 cylinder motors should be inline. steve my favorite engine would only have 1 cylinder that is huge. no need to balance anything then. except for your kidneys..lol i wonder what rpm it would be turning at about 70 mph... .

From : jerry

on fri 17 dec 2004 195407 gmt budd cochran mr-d150@citlinkspam.net wrote he is spouting considerable erroneous information based on his claimed electrical engineering degree and supposed experience. im just trying to educate him. budd you know better than that.. how can you explain or teach anything and expect it to be listened too when youre in someones face challenging them just chill budd.. youre a better person then that.. .

From : roy

think changing a serp belt would cause this. whenever i change a belt its from the top and nowhere near the cooler lines. ever wrench real hard on a tight tensioner then have the wrench slip out of your hand launching itself about about mach 3 towards the closest knuckle deflecting in who-knows-which direction smashing everything in its path cringe yeah.... me neither im not gonna tell how many times it took till i bought one of those three ft long tensioner tools. to heck with snap-on my craftsman works just fine. denny .

From : denny

i recently had the serpentine belt replaced and now there appears to be a leak red fluid coming from the driver-side bottom of the radiator at what i think are the transmission fluid cooler lines. i wonder if the lines were knocked during replacement of the belt. very small leak if thats what it is. i know this will have to be looked at but is this something that needs absolute immediate attention thanks. yes. if the line comes apart youll pump the trans dry in about a minute. then youll be hopeing youre cell phone has a charged battery. i wouldnt think changing a serp belt would cause this. whenever i change a belt its from the top and nowhere near the cooler lines. denny .

From : jerry

roy wrote budd cochran wrote 12/16/04 248 p.m. second sentence states hes a mechanical and electrical engineer no it doesnt for christs sake. learn to read budd. whatever. fine. im just trying to prevent another t-bone in the group. with these kind of moronic statements you can kiss my ass. wake up and smell the coffee budd .......... just because i or no one else has said anything to you doesnt mean youre not the second biggest troll of a cry baby around here. while im at it if you think because no one has called you out with your stupid pissing contests with tbone that it means they support you actions then you are sadly fooling only yourself. another t-bone my ass........... only thing that comes close to that description would be you. if you had any sense at all you would understand what mac was really trying to tell you. jerry ah jerry what ya doin roy i know i know.........but damn a person gets tired of it after awhile. dont think id have said anything back to him if it hadnt been for that stupid last line. maybe i should be like denny and just go shoot something... jerry well dont shoot a damned bowling ball itll just piss ya off....... vbg and cost ya a couple of lunches... denny .

From : roy

i recently had the serpentine belt replaced and now there appears to be a leak red fluid coming from the driver-side bottom of the radiator at what i think are the transmission fluid cooler lines. i wonder if the lines were knocked during replacement of the belt. very small leak if thats what it is. i know this will have to be looked at but is this something that needs absolute immediate attention thanks. .

From : jerry

budd cochran wrote 12/16/04 248 p.m. second sentence states hes a mechanical and electrical engineer no it doesnt for christs sake. learn to read budd. whatever. fine. im just trying to prevent another t-bone in the group. with these kind of moronic statements you can kiss my ass. wake up and smell the coffee budd .......... just because i or no one else has said anything to you doesnt mean youre not the second biggest troll of a cry baby around here. while im at it if you think because no one has called you out with your stupid pissing contests with tbone that it means they support you actions then you are sadly fooling only yourself. another t-bone my ass........... only thing that comes close to that description would be you. if you had any sense at all you would understand what mac was really trying to tell you. jerry ah jerry what ya doin roy .

From : dan j s

i would have the battery load tested. where is the volt meter normally sitting at when you have the plow lights on and are idling. -- if at first you dont succeed youre not cut out for skydiving on fri 17 dec 2004 085745 -0700 nitpik bubba@mindspring.com wrote id check where the pump is wired into the trucks electrical circuit. sounds like it needs to move to another point closer to the battery if not right off the battery. also check the draw of the pump might be pulling too many amps. check the voltage coming off the alt. when the pump is activated make sure it stays at least around 12 volts or higher if it drops down below that and the pump is pulling normal current then your alternator needs to be checked out. i need to check but that battery doesnt sound like a really big one for the added load of the plow .. the plow pump should be running off the battery for the most part rather than the alternator thats why it should be hooked in close to the battery. the pump is wired directly off the battery posts. the alt. is the biggest chrysler makes for this truck. 160 amp the only time there is a large amp draw is if the plow is dead ended and held for 5+seconds. the draw doesnt seem to go over 35-50 amps normal usage but even that really draws the batt. guage down. if you use the plow a number of times without letting the guage come back to normal you will set the warning light off. dealer says all checks out ok. the only things i can think of are a weak battery or operator error! .

From : budd cochran

steve lusardi wrote it appears that you purchased your truck in accordance to your needs and for that you should not feel bad. i do not like v6 four cycle motors for pure engineering reasons. try to work out a balanced firing order in a v configuration you will realize that there isnt one. you may think that a 120 degree crank and a 60 degree v is the right answer. it is for a two stroke but not a 4 stroke reguardless of the v angle. the commonly used offset is 90 degrees and there are no common rod journals as in a v8. the rod journals have an offset. this puts a great deal of stress on the blocks main bearings crankshaft and lower end bearings. add to that the rod journal offset and you have a substantially weaker motor. the beneficiary of this is the manufacturer in space allocation. that is why you primarily see them in the smaller vehicles. the manufacturers could also build v8s in a similar size but that would involve the use of parts that could only be used in that engine. you see another savings the manufacturer realizes is the common use of the v8 parts in the v6 as the bore and stroke of both motors are usually the same. you as the end consumer end up paying for benefits you dont receive. there is more i could go into the generation and damping of secondary harmonics tortional vibration on the crank main bearing support space etc. but in the end 6 cylinder motors should be inline. steve my favorite engine would only have 1 cylinder that is huge. no need to balance anything then. .

From : jerry

really electrical stuff is pretty simple. everything works ok til the smoke leaks out. once the smoke leaks out of an electrical gizmo there is no way of putting the smoke back in it.... you just gotta buy a new one! actually its all a big conspiracy. **************************************************************************** ** **************************************************************************** ** dark conspiracy involving electrical power companies surfaces written by the quantum mechanic **************************************************************************** ** **************************************************************************** ** for years the electrical utility companies have led the public to believe they were in business to supply electricity to the consumer a service for which they charge a substantial rate. the recent accidental acquisition of secret records from a well known power company has led to a massive research campaign which positively explodes several myths and exposes the massive hoax which has been perpetrated upon the public by the power companies. the most common hoax promoted the false concept that light bulbs emitted light; in actuality these light bulbs actually absorb dark which is then transported back to the power generation stations via wire networks. a more descriptive name has now been coined; the new scientific name for the device is darksucker. this letter introduces a brief synopsis of the darksucker theory which proves the existence of dark and establishes the fact that dark has great mass and further that dark particle the anti-photon is the fastest known particle in the universe. apparently even the celebrated dr. albert einstein did not suspect the truth that just as cold is the absence of heat light is actually the absence of dark... scientists have now proven that lig ht does not really exist! the basis of the darksucker theory is that electric light bulbs suck dark. take for example the darksuckers in the room where you are right now. there is much less dark right next to the darksuckers than there is elsewhere demonstrating their limited range. the larger the darksucker the greater its capacity to suck dark. darksuckers in a parking lot or on a football field have a much greater capacity than the ones in used in the home for example. it may come as a surprise to learn that darksuckers also operate on a celestial scale; witness the sun. our sun makes use of dense dark sucking it in from all the planets and intervening dark space. naturally the sun is better able to suck dark from the planets which are situated closer to it thus explaining why those planets appear brighter than do those which are far distant from the sun. occasionally the sun actually oversucks; under those conditions dark spots appear on the surface of the sun. scientists have long studied these sunspots and are only recently beginning to realize that the dark spots represent leaks of high pressure dark because the sun has oversucked dark to such an extent that some dark actually leaks back into space. this leakage of high pressure dark frequently causes problems with radio communications here on earth due to collisions between the dark particles as they stream out into space at high velocity via the black holes in the surface of the sun. as with all manmade devices darksuckers have a finite lifetime caused by the fact that they are not 100% efficient at transmitting collected dark back to the power company via the wires from your home causing dark to build up slowly within the device. once they are full of accumulated dark they can no longer suck. this condition can be observed by looking for the black spot on a full darksucker when it has reached maximum capacity of untransmitted dark... you have surely noticed that dark completely surrounds a full darksucker because it no longer has the capacity to suck any dark at all. a candle is a primitive darksucker. a new candle has a white wick. you will notice that after the first use the wick turns black representing all the dark which has been sucked into it. if you hold a pencil next to the wick of an operating candle the tip will turn black because it got in the way of the dark flowing into the candle. it is of no use to plug a candle into an electrical outlet; it can only collect dark.. it has no transmission capabilities. unfortunately these primitive darksuckers have a very limited range and are hazardous to operate because of the intense heat produced. there are also portable darksuckers called flashlights. the bulbs in these devices collect dark which is passed to a dark storage unit called a battery. when the dark storage unit is full it must be either emptied a process called recharging or replaced before the portable darksucker can continue to op

From : steve lusardi

denny wrote i knew you couldnt shut up for a week.... vbg yeah ............... and just when i thought it was safe to start talking bad about him.... jerry hey!!! well if your talking about me then youll leave the vi alone.vbg p w .

From : budd cochran

from your post of 12/16/04 1101 am all three leave the same chamber of the intake manifold and if you think differently prove it and they all return directly to the water pump. thats what you said idiot. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. it is still in parallel budd semantics aside. -- if at first you dont succeed youre not cut out for skydiving your claim was that all bypasses went into the intake in parallel to the thermostat. on the slant sixes it goes into the head in parallel. you are wrong. pay up or shut up. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. really budd perhaps you had better look again. -- if at first you dont succeed youre not cut out for skydiving slant sixes. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. once again you show your ignorance. all three are in parallel since they all leave from the same place on the intake and all return directly to the water pump. you do know the definition of parallel dont you that depends on design and varies from vehicle to vehicle. really name one modern vehicle where this is not the case. better yet name one chrysler product where this is the casr since the op is talking about a dodge. the only thing the bypass is directly in parallel with is the thermostat. the bypass hose is not to provide an alternate route for coolant to bypass the heater core it is to provide for circulation when the thermostat is closed. no shit sherlock. try telling that to your buddy budd. but the heater circuit is still in parallel with the radiator and the bypass. sorry to dissapoint you moron ooops the name calling in leiu of facts defense. you are done. lol no but you are and once again you had better talk to your buddy budd. -- if at first you dont succeed youre not cut out for skydiving .

From : budd cochran

unfortunately i didnt get to see his original version of this nasty reply as sometimes a reply sent to it by another person hides the posting and i dont see it until its like this but then i also had not even looked at the break light thread at all. i figured it to be something simple that even he couldnt screw up . . was i wrong anyway it looks like t-bones just being his idiotic self. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. on fri 17 dec 2004 154446 gmt tbone t-bonenospam@nc.rr.com wrote budd cochran mr-d150@citlinkspam.net blabbered on with the childish attacks began a long time ago by you when the first person to correct your errors did so. i also know from experience that if i had given just a simple answer you would rip into with erroneous details that have no application to the question . . its called spin you toidi. really did i rip into jerry or mike in the break light thread. sorry budd but you are just looking for excuses to be an asshole. which is really pretty decent on his part if you think about it. i mean tom you dont even look for any excuses. you just seem to take being an asshole for granted. hell even in the v6 vs v8 thread your true colors are coming out again with the way you are treating steve. this is how you act to most people and you get upset when they treat you in kind. that is the way it has always been with you budd. you shit on people that you dont know and even ones you call a friend and then put the blame on them when they do it back. you sure in your delusional condition that you dont think that you are budd that sure sounds like you tom. even when they try to be nice as steve did you just get worse. you did the same to me but were shocked to find out that im better at it than you are yep you are just delusional. you arent better at anything than anyone. and had no problem giving you a taste of your own medicine to the point where you ran away with your tail between your legs. see. this is what i said yesterday a post that in your cowardly style you couldnt answer by the way. you are simply entertainment. where do you come up with these snappy lines you reading the hardy boys again tom i deleted the rest of your trivial crap. it was just embarrassing. you are just embarrassing. man. tom you are just the poster boy for idiocy. you are litter ally that demented relative that gets hidden in the basement so no one sees you. you know so you cant embarrass the rest of the family. .

From : budd cochran

yes my opinion based on many years of engine repair experience and not just my gut reaction. compound that with the erroneous info though a search of any good mopar site would reveal the errors without my intervention. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. budd cochran wrote sorry jerry but his lack of knowledge on many points does not impress me. thats your opinion and only your opinion. i have no reason to doubt the man and certainly no reason to be rude to a polite and well written response from him. im sure he takes your claim of knowledge with a grain of salt also............... jerry .

From : jerry

steve save yourself the trouble. this is just the way budd is. if you challenge him or disagree with him in any way he will respond like a wounded angry child. he even does this to his friends. your best bet would be to simply ignore his replies. -- if at first you dont succeed youre not cut out for skydiving .

From : mac davis

budd cochran wrote sorry jerry but his lack of knowledge on many points does not impress me. thats your opinion and only your opinion. i have no reason to doubt the man and certainly no reason to be rude to a polite and well written response from him. im sure he takes your claim of knowledge with a grain of salt also............... jerry .

From : steve lusardi

mike simmons wrote i assumed that op meant that the bulbs keep burning out else why the need to replace em as far as a ground near the bulb causing it to burn out no. consider that the voltage supply is 12vdc nominal max on the supply side of the circuit. the bulb filament introduces a resistance into the circuit. any ground intentional or not introduced downstream of the bulb will just complete the circuit causng the bulb to illuminate. unless something else is going on in the circuit that i am unaware of an unintentional ground cannot cause an overcurrnt condition causing the bulb to burn out. a poor ground on the other hand near the bulb i.e corroded socket can cause an overheating condition due to internal resistance i2r and cause a circuit failure. well here is what i know about electricity ................ when i walk into a room and throw the wall switch this glass thing in the ceiling dumps all this bright light into the room so i can see. i flip the switch again and the glass thing sucks all the light back out of the room. pretty neat thing that bulb. wish i had of thought of that ........... jerry good one! mark .

From : tbone

id check where the pump is wired into the trucks electrical circuit. sounds like it needs to move to another point closer to the battery if not right off the battery. also check the draw of the pump might be pulling too many amps. check the voltage coming off the alt. when the pump is activated make sure it stays at least around 12 volts or higher if it drops down below that and the pump is pulling normal current then your alternator needs to be checked out. i need to check but that battery doesnt sound like a really big one for the added load of the plow .. the plow pump should be running off the battery for the most part rather than the alternator thats why it should be hooked in close to the battery. i have a 2005 2500hd quad cab with a 160 amp alt. and 750 cca battery but when i use the snow plow a lot angle up and down the batt. gauge goes full left and the check guages light comes on. both the truck and plow are new and have been checked and i am told are ok. am i doing damage to the electrical system fred .

From : budd cochran

a neighbor put an alternator in his daughters chevy van a few months ago.. a venture cant keep em all straight anyway we finally got the damn thing out... nobody should have to work on the right bank of a v-6 in a front wheel drive van.. 10 minutes to remove the alternator a day and 1/2 to get it out of the friggin engine compartment.. we told her at the time that her 1 year old battery didnt seem to be holding a charge so she tried taking it back to where ever she got it and they told her that the alternator was bad.. it was putting out about 13.5 volts and should be putting out at least 14.5... wouldnt 14.5 burn up the battery .

From : high sierra

please read my replies to him. i covered the primary points in them. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. please list those many points and indicate where hes wrong. budd cochran wrote sorry jerry but his lack of knowledge on many points does not impress me. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. steve lusardi wrote 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 nice to see a sensible and well mannered post for a change. your credentials and experience sounds well qualified to assist all of those in this group. at this point im impressed........... jerry .

From : budd cochran

those old narrow a bodies are fun cars . . .dont ever have one pulled from a ditch without cranking the front wheels in the direction of the pull or youll be replacing the idler arm but still they are fun cars. i miss my old slant sixes . . . .nostalgia attack . . merry christmas. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. my 63 dart has an inline unit on a heater hose. dad plumbed it in to draw water off the lower side of the cylinder bank. its mounted vertically. id get a pic of it but in his last years he used the old girl as a set of shelves. hopefully this spring will bring a cleanout. maybe by end of summer ill have new frame pieces welded in so the torsion bars work again. max life liberty and the pursuit of any jackass that threatens it. embellished usnavy slogan .

From : mac davis

mike simmons wrote yabbut a bad ground in the lighting circuit will not increase the current draw thru the filament of the bulb. presumably the circuit has a zero resistance thru the ground thus zero resistance cannot be improved upon. what is likely happening is that there is a bad ground that intermittently and rapidly causes a power loss thru the circuit and cause the bulb to flicker. the resulting rapid thermal cycling of the filament will cause it to burn out more quickly. without knowing more about the problem that would be my best guess. i think the op just said the break light keeps going out not really identifying whether the bulb or fuse was blown each time or what. if the ground is near the bulb wouldnt/couldnt the ground cause a surge that would/could blow the bulb not hard for me to get in over my head on electrical components so im learning here. jerry jerry i assumed that op meant that the bulbs keep burning out else why the need to replace em as far as a ground near the bulb causing it to burn out no. consider that the voltage supply is 12vdc nominal max on the supply side of the circuit. the bulb filament introduces a resistance into the circuit. any ground intentional or not introduced downstream of the bulb will just complete the circuit causng the bulb to illuminate. unless something else is going on in the circuit that i am unaware of an unintentional ground cannot cause an overcurrnt condition causing the bulb to burn out. a poor ground on the other hand near the bulb i.e corroded socket can cause an overheating condition due to internal resistance i2r and cause a circuit failure. mike .

From : jerry

once again you show your ignorance. all three are in parallel since they all leave from the same place on the intake and all return directly to the water pump. you do know the definition of parallel dont you that depends on design and varies from vehicle to vehicle. really name one modern vehicle where this is not the case. better yet name one chrysler product where this is the casr since the op is talking about a dodge. the only thing the bypass is directly in parallel with is the thermostat. the bypass hose is not to provide an alternate route for coolant to bypass the heater core it is to provide for circulation when the thermostat is closed. no shit sherlock. try telling that to your buddy budd. but the heater circuit is still in parallel with the radiator and the bypass. sorry to dissapoint you moron ooops the name calling in leiu of facts defense. you are done. lol no but you are and once again you had better talk to your buddy budd. -- if at first you dont succeed youre not cut out for skydiving .

From : budd cochran

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. how would that cause the fuse to blow -- if at first you dont succeed youre not cut out for skydiving .

From : budd cochran

aha a very good point and well beyond his scope of knowledge but then sos a box of crayons. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. he op said it was a lower radiator hose heater not a block heater as such while true tommy boys blanket statements definitely do not fit all coolant heaters which was why i mentioned that block heaters go elsewhere in the coolant flow. max life liberty and the pursuit of any jackass that threatens it. embellished usnavy slogan .

From : charles irby

wow....mine doesnt do that at all. what is the reserve capacity of that battery -- ------------------------------------------------------------ laszlo almasi carolina watercraft works inc. raleigh nc 27604 919-274-1192 loballeng@mindspring.com life is great when you dont have any issues to deal with i have a 2005 2500hd quad cab with a 160 amp alt. and 750 cca battery but when i use the snow plow a lot angle up and down the batt. gauge goes full left and the check guages light comes on. both the truck and plow are new and have been checked and i am told are ok. am i doing damage to the electrical system fred .

From : linuxnut

i agree. but i am simply going along to get along for the present time. im impressed that they havent simply said they dont feel it. no argument about the existence of the vibration. thats good. gary maxpower wrote well if it were the crankshaft it would do it at a stationary positon wheels not moving rpm highi thought they isolated that already good luck with that!!! interestingly the dealer called and said that it is probably the engine crankshaft. they are going to scope it next week. will either rebuild or replace engine. advice as to any concerns this may causse gary .

From : bdk

im looking at an 04 dakota std cab 2wd v6 5spd. a/c cd player with 2100 miles on it. its a base model with tilt steering being the only real option i can see.... vin #1d7fl16k94sxxxxxx they are asking $13400 for it. does that seem to be about right or is that still a little high... doing some research on the retail pricing side seems about right but wanting some more input. first time buying a new truck so just dont want to get taken for a ride. also everyone who has a 3.7 having good luck with them are the 04s holding up pretty good so far if you can e-mail me @ moparmaniac@hotmail.com so i can catch the messages while im at work tomorow. thanks mike i choose polesoft lockspam to fight spam and you http//www.polesoft.com/refer.html 3.7 is underpowered for that truck. .

From : budd cochran

1st try adjusting the tv cable at the throtle body. it fixed mine with same symtoms. slide the clip on the cable and adjust the slack out push clip back in place. takes a few min. my problem went away! about a month ago i noticed that my 98 durango was racing between second and third gear between 3000 and 4000 rpm when it should have shifted smoothly. shifting from 1st to 2nd was fine. this problem got worse--racing before id back off on the pedal to let the car shift so i took it to a local knowledgeable repairman who test-drove it and said it was probably the governor. he recommended i take it to a nearby dealership for fixing. to make a long story short the dealer couldnt duplicate the problem and when i drove the car again it seemed fine. what could account for this problems mysteriously disappearing will it reoccur thanks. .

From : ninebal310

stop reposting this damn thing already. -- ------------------------------------------------------------ laszlo almasi carolina watercraft works inc. raleigh nc 27604 919-274-1192 loballeng@mindspring.com life is great when you dont have any issues to deal with 1974 howe ford 800 custom cab-over fire-pumper deck gun 2 halogen flood lights 8 hp brigs & straton generator 2 hard-suction hoses all emergency lights including a mars light siren 2 radios p. a. system pumps booster tank and excellent tires. 8741 miles always stored in heated firehouse no rust. this rig has been stored for four years without being started. asking $5000.00 o.b.o.. contact rick buck at 217-691-5272 or e-male at checker69@warpnet.net. for more information. the rig is still stored the buffalo firehouse buffalo illinois which is about 10 miles east of springfield. .

From : ninebal310

ive got a 94 ram 1500 - 5.2 that does that occasionally. i dont know what causes it or when it will happen. mine has 110k miles. no errors reported. when i come to a stop instead of stopping at idle about 500-600 rpm it drops on down and would knock off if i didnt give it some gas not a problem since i am a left foot braker. it does this for a day or so and clears up. the last time was about 6 months ago. i suspect something like a tps iac or possibly an intermittent connection in one of those. funny thing is no error reported. si kvh wrote i bought a 97 dodge dakota about 4 months ago and had thought it was the best running truck i had ever owned. in about 3500 miles it has cranked but would not idle 2 times. you can keep it running and get to garage and it will run perfect. the check engine light does not come on. the mechanics say it has to mess up before they can find the problem.it is almost like it is not getting gas. anyone else had this problem. kvh .

From : tbone

time to further your education again sheeesh . . . and you claim to be such a great mechanic. the bypass allows coolant flow to the heater core for faster heat to the drivers compartment but not thru the radiator hose where the engine heater is installed. good stable engine / radiator flow can be had faster if you just use a couple braincells and plug in the heater with the engine already warmed up. and if youre thinking of that little tiny air bleed hole in the thermostat youre wrong there also. that hole effectively is not there as far as coolant flow is concerned. it has a flow rate of less than a gallon per hour. really tom you need to accept that your mechanical abilities are so underwhelming. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. it does if the thermostat is open. isnt that what the bypass is for in theory the flow is engine then radiator then back to the heater but if the heater isnt properly located close to the engine as vertical or near vertical as possible then it wont do much good. in my experience warm the engine by driving then plug the heater in before it cools off. -- if at first you dont succeed youre not cut out for skydiving .

From : steve lusardi

from dick ninebal310 congrats you have won the asshole of the year award! when are you going to send me the award is it cash i like cash. hey! i may be an asshole but your a real dick. - hank .

From : steve lusardi

ouch!!! it costs less to get the piece from the dealer... 100$... next best price is aftermarket whole rear window at 179. the glass shop wants 200$ to replace glass and tint. sean rec.bicycles.marketplace .

From : ninebal310

it costs less to get the piece from the dealer... 100$... next best price is aftermarket whole rear window at 179. the glass shop wants 200$ to replace glass and tint. sean rec.bicycles.marketplace .

From : mac davis

2000 dodge dakota 3.9l v6 4x4 5-speed manual transmission 82000 miles northern virginia loudoun county the clutch does not appear to be fully disengaging - but only periodically so far. ive noticed this issue more frequently in the last several thousand miles. the most recent occurence has not relieved itself after several miles of driving as it has in the past. last night i had no problems with shifting when i parked the truck in the garage. this morning after starting - with the clutch pedal fully depressed - the truck started moving forward slowly. putting it into reverse was almost impossible so i shut down the engine put it in reverse then restarted the engine. just another data point putting the transfer case in neutral allows easy shifting of gears with the engine running but putting the transmission in gear then putting the transfer case in 2wd results in significant grinding of gears. this seems to demonstrate to me that the transmission is most definitely engaged - even with the clutch pedal fully depressed. the hydraulic clutch resevoir is full and i havent had to add any fluid to the clutch in the history of the truck. the clutch is partially disengaging when the pedal is depressed the engine does not stall at a stop for instance but the truck does behave a bit like it has an automatic transmission in that it tries to roll forward slightly. ive noticed this issue maybe four times in the last 6 months or so but the last couple of times have happened more frequently - meaning they happened much closer together than in the past. in the past driving several miles seems to have relieved the issue and it would not appear for a couple thousand miles 50 round trip commute and i put about 275 miles a week on the truck. this morning was different. the trip to work did not relieve the problem and my plan is to take it to the shop tomorrow. ive reviewed the group archives and ive seen others express very similar problems but i havent seen any follow-ups that described what the solutions were. ive seen references to worn clutch discs causing this although i fail to see how a worn disc will fail to disengage shaft spline in need of lubrication and pilot/throwout bearings failing. has anybody else had this problem and resolved it if so what was the source of the issue and the resolution thanks! -- john t .

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From : budd cochran

ninebal310 congrats you have won the asshole of the year award! i guess it bothers me to see people talk down about the truck i chose when there really is no reason for it. anyways happy holidays! -steve steve if youre old enough to buy a truck you should be old enough to understand that it isnt the truck they are talking down about. it is you. you are obviously a sensitive guy so go have yourself a good cry before santa comes. .

From : budd cochran

it would appear you limited your choices by waiting too long it wasnt suitable for your needs and you bought it anyway. now youre complaining. im confused . . .how is that the trucks fault -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. on tue 14 dec 2004 191859 gmt linuxnut linuxnut@sonic.net wrote im a new dakota owner and ive been searching the web and reading groups about my new truck.. one thing i notice is that v8 owners are really down on teh v6 trucks yet the v6 owners seem to really love their trucks. so im just wondering why do the v8 guys dislike the v6 is it really a bad motor or is it just the typical my motor is bigger than yours so it must be better attitude i test drove the v8 and the v6 and chose the v6 because of gas milage and it also still felt pretty beefy. i dont tow and i dont plan on towing and mostly ill use the truck for hauling light loads to the dumps or picking up do it your self supplies at the local home depot. i guess it bothers me to see people talk down about the truck i chose when there really is no reason for it. i have the 3.7 its a dog. when i tes

From : Annonymous

on sat 04 dec 2004 091820 -0500 julio nospamhere@home.net wrote hi folks - i need a little help... i have a 98 dakota 5.2 - 2 wheel drive - 190k on the motor and tranny. i was in definate need of clutch job my input bearing lost the needle bearings and the t/o bearing was worn pretty good. the discs had barely any left left in them but werent damaging. i took it down 2 wks. ago and replaced the input bearing with a new dealer part a clutch kit with t/o bearing centerforce 2 and both u joints napa. with the tranny down i tried to feel for any play in the shafts on the tranny. spun it around and went thru the gears by hand i didnt feel anything was loose or had any bad sounds other than i can hear the gears turning with the fluid drained. i put it all back together added royal purple synchromesh and ran it now for a week back and forth to work. during this time i can feel something else is not right. i can hear a whine which rises with rpm or motor mostly if not all the time. not loud but enough. also at higher road speeds in excess of 70 or 80 mph. i can feel a slight vibration. smooth vibration -- thats not right to me.. i rotated the drive shaft 180 d. no help there so now i will block the front wheels and put jack stands under the rear axle and run the vehicle up to speed in gear and watch for signs of wheel hop and if needed will try to monitor the drive shaft for any signs of wobbleor out of balancing.. i will try to place the point of a lead pencil to the shaft which will be held in place close to the ends of the drive shaft and see if it is out of round never tried this before but it may tell me something.. 1 thing at a time i guess.. i put my ear on the tranny shifter knob while idleing and i can hear what sounds like is a gear turning all the time in any gear in nuetral or with clutch in or out. it doesnt stop spinning. i dont know if this is normal its only a description for diagnosis. it seems to shift well not binding or hard to shift it releases ok. solved ! i could have sworn it was something i did during the rebuilding process. but low and behold - my brother told me to check out the engine compartment because sounds may travel and behave erratically. well i removed the serpentine belt to start with then started the truck up. damn - holy &%&*&% - everything was quiet as hell. the culprit was the pulley on the belt tensioner i spun it around and i heard a little noise so i replaced it.. thats that.. no more sounds of whining or gears turning. any ideas - and can i fix it @ home i can rebuild a motor with no problems but i never dove into a tranny. thanks .

From : j haggerty

the price seems a little high for a used truck. they were a little less than that for a new 2004 in this area last month. the 3.7 is a great engine especially with the manual transmission. its more frugal than the 4.7 and has almost as much power. my 2004 is holding up fine so far 4.7 quad cab but ive only had it 6 weeks. my 2002 ram 3.7 was also a great truck with no problems and fairly economical for a large truck. two bad i didnt get the ram quad cab instead of the regular cab back then because i needed the extra passenger space. you might want to check the ram regular cabs out too since they have more storage space behind the seat than the dakota regular cab and the crash rating is better than the dakota. jph mike wrote im looking at an 04 dakota std cab 2wd v6 5spd. a/c cd player with 2100 miles on it. its a base model with tilt steering being the only real option i can see.... vin #1d7fl16k94sxxxxxx they are asking $13400 for it. does that seem to be about right or is that still a little high... doing some research on the retail pricing side seems about right but wanting some more input. first time buying a new truck so just dont want to get taken for a ride. also everyone who has a 3.7 having good luck with them are the 04s holding up pretty good so far if you can e-mail me @ moparmaniac@hotmail.com so i can catch the messages while im at work tomorow. thanks mike i choose polesoft lockspam to fight spam and you http//www.polesoft.com/refer.html .

From : linuxnut

linuxnut wrote im a new dakota owner and ive been searching the web and reading groups about my new truck.. one thing i notice is that v8 owners are really down on teh v6 trucks yet the v6 owners seem to really love their trucks. so im just wondering why do the v8 guys dislike the v6 is it really a bad motor or is it just the typical my motor is bigger than yours so it must be better attitude i test drove the v8 and the v6 and chose the v6 because of gas milage and it also still felt pretty beefy. i dont tow and i dont plan on towing and mostly ill use the truck for hauling light loads to the dumps or picking up do it your self supplies at the local home depot. i guess it bothers me to see people talk down about the truck i chose when there really is no reason for it. you buy what suits your own particular needs. i drive where there are alot of steep mountain grades. the v8 doesnt struggle as hard. i also tow so the v8 works better for me. as far as mpg goes i have not seen that the v6 gets all that much better in the rams. dont know about the dakotas. .

From : punch crash2000 sympatico ca

from linuxnut linuxnut@sonic.net i guess it bothers me to see people talk down about the truck i chose when there really is no reason for it. anyways happy holidays! -steve steve if youre old enough to buy a truck you should be old enough to understand that it isnt the truck they are talking down about. it is you. you are obviously a sensitive guy so go have yourself a good cry before santa comes. .

From : budd cochran

im a new dakota owner and ive been searching the web and reading groups about my new truck.. one thing i notice is that v8 owners are really down on teh v6 trucks yet the v6 owners seem to really love their trucks. as a previous v6 owner and a friends has a v8 the gas consumption isnt that much different. .

From : roy

i agree but with the split axle none are made because of the clearance problem and the mechanics of where it would be forced to flex. it is far beyond one turn to pull it back in and im lucky it didnt snap. any answers on the axle question .

From : miles

all set and ready to go play in the snow and guess what it didnt snow enough to play in. sigh.......... denny .

From : Annonymous

john wrote the cummings diesels are supposed to get up towards 25-28 mpg but these are meant for... says who ive never heard of or seen numbers that high before on a cummins. note the spelling i should say i have no confirmation of that also but the sales guy just through out that it was supposed to be possible depending on how you drive it not towing anything... i sort of raised a eyebrow also .

From : mac davis

the system you describe sounds great ... but how did you overcome the door panel rattling i have the factory infinity with gps and even as underpowered as it is the door panels vibrate a lot. in fact you can hear them over the cranked music. craig c. .

From : mac davis

youre absolutely right - its best to replace everything for the best sound. the whole system is only as good as the weakest link. understood ... however is there is solution for the shmucks like me that opted for the gps is the head unit so bad if i replaced everything but that ... craig c. .

From : christopher thompson

hi i heard there was some kind of litmus paper that could be used to test the radiator water to determine if there is oil in the water jacket. anyone know what kind of test paper that is is there some kind of instant test i could do on the engine oil to determine the engine condition any other types of tests available to test a used truck tim .

From : christopher thompson

al i dont know. i have an early 04. you have a late 04 and you have triple event injection and i have a double. if you are smoking a lot probably yes if not then no. i would ask tom lawrence he will know. steve al your mileage is correct. if you dont want 14 mpg dont drive 75. the optimum speed for your truck is 55. i have 4.10s and my optimum is 45-50. these trucks are not aerodynamic. dont drive fast if you want to conserve fuel. steve guess im beating a dead horse. should i get the flash done http//dodgeram.info/tsb/2004/18-037-04.htm al .

From : clare at snyder on ca

my two favorite teams are the iggles and who ever is playing against the pats. ;^ -- ken if your favorite team is the eagleless then your favorite team should be anyone who plays dallas. yes dallas are rivals but the pats were the ones that ended the season for philadelphia last year. im looking foreword to watching the super bowl whoever plays in it. after that its another fresh season for everyone. -- ken ill agree on all but 1 point. mcknuckle ended the season last year. not the pats. -- some people are like a slinky.....not really good for anything but you still cant help but smile when you shove them down the stairs. .

From : mac davis

acurajustin1978@hotmail.com wrote interesting experience. i was at a gas station getting ready to fill up the companys dodge durango - 4.7l version. everytime we fill the tank were required to record the mileage for our expense reports. the milege gets written on the receipt. so i pull into the space shift into park whip out my trusty wal-mart brand ledger and start jotting down the mileage. the engine is running and i hear a thunk and the vehicle jolts backwards. i hit the brake and all is well. no big deal since i only moved maybe two feet. that little indicent got me into the habbit of putting the parking brake on at all times on every vehicle i drive including my own acura - which is something we should be doing anyway. is this something that happens on durangos we used to have two chrysler vans and another person report the same thing happened to him. how do durangos generally hold up over the years i was looking into getting one for the winters. just a thought. there was an article in the dallas morning snooze about a month ago. according to them there have been numerous reports of dodge vehicles slipping out of park. but as is typical of the dallas snooze they only reported part of the story and didnt list what vehicles were included. bob .

From : clare at snyder on ca

al your mileage is correct. if you dont want 14 mpg dont drive 75. the optimum speed for your truck is 55. i have 4.10s and my optimum is 45-50. these trucks are not aerodynamic. dont drive fast if you want to conserve fuel. steve guess im beating a dead horse. should i get the flash done http//dodgeram.info/tsb/2004/18-037-04.htm al .

From : christopher thompson

unit . thanks again bob lets back up... why do you want a locker in the front to begin with .

From : christopher thompson

thanks for your reply again tom. the detroit trutrac is a lsd supposably with a milder engagement. i figured while it was apart for the gear install instead of just changing out the cage id put in a new unit . thanks again bob .

From : mac davis

the engine is running and i hear a thunk and the vehicle jolts backwards. not just durangos happened on my 05 cummins dually. http//inlinediesel.com/forum/topic.asptopicid=17 for a complete description. -- nathan w. collier http//utilityoffroad.com http//7slotgrille.com http//inlinediesel.com http//bighornrefrigeration.com .

From : budd cochran mrd150 preciscom spam net

on sun 15 jan 2006 212446 -0800 bryan bryan.swadenernospam@comcast.net wrote on sun 15 jan 2006 025645 gmt denny wddodge@woh.rr.com wrote on sat 14 jan 2006 183318 gmt denny wddodge@woh.rr.com wrote on sat 14 jan 2006 092213 +0100 steve lusardi stevenospam@lusardi.de wrote since i am the original poster of that reply 6 mos ago the argument was about a v6 design not an inline design and i am also a proud owner of an 04 ctd. of course that also excludes the slant six as well. on another note the slant six also had a nuch weaker bottom end in comparison to the gm and ford equivelents. 5 vs 7 main bearings this however was not an issue at stock power levels. as for not seeing inline engines as much as before i am afraid it is because of packaging restraints created by todays compact body styles. steve i think that the popularity of front wheel drive is a big factor in the development of the v-6 also.. kind of hard to mount an inline six sideways.. *g* it coulda fit in a pacer.... denny but not between the front wheels. the way they installed the 232 and 258 was miserable enough!!! and the 304 definitely not designed to be worked on! youre just pissed you couldnt get the valve cover off.... vbg i dont think i ever saw a 304 in one of them. denny it was to accomodate the 304 that the 78 and up pacers got the raised hood/square grille. the car was originally slated for a wankel. a dealer in the northern states was installing 401 hos in them along with the old gremlin. a wankel shoot i thought mazda was the only ones crazy enough to use that design! *grin* a 3-rotor wankel went 9.85 @ 133.41mph http//www.dragracecentral.com/drcstory.aspid=108082 they certainly have my respect! as for the pacer they sort-of became cool when waynes world was released. = imo its not the ugliest amc... the aware would have to go to the matador or gremlin. bryan you mean dick teagues matador coupe. the sedans and wagons were actually pretty classy. gm was working on the wankel and it would have gone in a corvette if it had come to be. the same engine was originally slated for the pacer. .

From : mac davis

al your mileage is correct. if you dont want 14 mpg dont drive 75. the optimum speed for your truck is 55. i have 4.10s and my optimum is 45-50. these trucks are not aerodynamic. dont drive fast if you want to conserve fuel. steve im having a problem with my local dodge dealer. its tucson dodge if anyone is interested. called them and asked if there was a tsb on my truck about the fuel mileage. they asked for the vin number and i gave it to them. they said no tsbs on that truck. people keep telling me there is. so i called again same answer. someone on the mml emailed me a link to thishttp//dodgeram.info/tsb/2004/18-037-04.htm so i called the dealer back and asked why i was not told about this and had to do my own investigating to find it. they gave me the run around and im a tad upset about it. they actually told my this procedure may reduce the fuel mileage. how can i find out what the truth is and how can narrow down my searches to find tsbs for this truck and is this worth doing http//dodgeram.info/tsb/2004/18-004-04.htm al .

From : denny

on mon 20 dec 2004 182311 -0500 ramcharger1 jondewitz@nospam.hotmail.com wrote i agree but with the split axle none are made because of the clearance problem and the mechanics of where it would be forced to flex. it is far beyond one turn to pull it back in and im lucky it didnt snap. any answers on the axle question sorry no answer there we had a toyota hilux 4x4 bent the housing enough to have the axle rub at the bend. a kid took it yumping and came down hard front first - enough to blow both tires. we pulled it straighr and put on the truss. also did the plow truck and a big old ramcharger. .

From : mac davis

i thought only the new diesels with the pilot injection had the injector in the combustion chamber and the older ones had the injector in the intake manifold like a gas engine. oh ok... youre talking about indirect injection. no the cummins b series used since 89 in rams has always been a direct-injection diesel. the injector squirts fuel directly into the combustion chamber. .

From : roy

continued thanks. on the subject of compression and/or leakdown rates what sort of numbers should i expect to see on this engine that is to say what values would indicate relatively little wear versus near end of life i understand that regardless of the absolute values i want all of them to be close to each other. - magnusfarce leakdown test on a diesel without spark plug holes i didnt think of that til after i mentioned it in the original post. you remove the injector. a bit more involved than just yanking a spark plug but not too difficult on a 12v. .

From : mac davis

on sat 18 dec 2004 224033 gmt jerry jlrice1655@earthlink.net wrote happy battle of the bulge day jerry... dont know if the photos will move with this or not but least we not forget at this time of year............ .

From : dj

on wed 15 dec 2004 134051 gmt budd cochran mr-d150@citlinkspam.net wrote it would appear you limited your choices by waiting too long it wasnt suitable for your needs and you bought it anyway. now youre complaining. im confused . . .how is that the trucks fault you clearly are confused. .

From : budd cochran

what type of battery do you have in there right now manufacturer model etc also look on the battery and tell us the cca and rc. -- ------------------------------------------------------------ laszlo almasi carolina watercraft works inc. raleigh nc 27604 919-274-1192 loballeng@mindspring.com life is great when you dont have any issues to deal with i have a 2005 2500hd quad cab with a 160 amp alt. and 750 cca battery but when i use the snow plow a lot angle up and down the batt. gauge goes full left and the check guages light comes on. both the truck and plow are new and have been checked and i am told are ok. am i doing damage to the electrical system fred .

From : budd cochran

no. im just openly doing what you do refusing to provide proof instead of being a wuss and trying to ignore the request . . .although any manuals for an item like that would be most likely trashed by now 10 years after the fact dont you think besides youre not worth the effort you piece of whale crap. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. then as i said you are full of it and this thread is done. -- if at first you dont succeed youre not cut out for skydiving no. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. post the manual budd or once again you are full of shit. -- if at first you dont succeed youre not cut out for skydiving rotflmbo!!! whatever. you can whine and weasel all you want. you have been shown to be so full of crap your eyes are brown-shot. thermosiphon flow is not a high volume flow and i never said it was. i said it was a form of pumping. study your physics again. can you name a pumping action that has no moving parts and defies gravity the system the op asked about requires according to the manufacturers of the similar products i have used a flow thru the radiator for efficiency. all your pathetic little protests about you being right and my being wrong are shot to heck by that one little fact its designed for a return flow thru the radiator. whether you can admit it or not is like you irrelevant. it will not change the truth that you are wrong according to the manufacturers. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. what keeps the hot flow and the cooler flow from mixing causing a restrictive turbulence and reduced efficiency besides the fact that you yourself admitted that if the temperature really did get up operating temperature the thermostat would open anyway and allow your dreaded flow to the radiator. the turbulence does occur to some degree and there is nothing wrong with that. you do not want it to be too efficient or like max said it would have a difficult time heating that large of a cross section of water. even full blown thermosiphon systems dont move water all that fast and the engine produces much more heat than that little 600 watt radiator hose heater. -- if at first you dont succeed youre not cut out for skydiving .

From : Annonymous

nope. i bought what i needed in a truck a 79 d-150 318auto ps pb and when i no longer could use it i gave it to my son in exchange for the lebaron. i am confused by your desire to not take responsibility for what you did. you made a mistake and now you want to blame the manufacturer. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. on wed 15 dec 2004 134051 gmt budd cochran mr-d150@citlinkspam.net wrote it would appear you limited your choices by waiting too long it wasnt suitable for your needs and you bought it anyway. now youre complaining. im confused . . .how is that the trucks fault you clearly are confused. .

From : jerry

on sat 18 dec 2004 215141 -0600 dan j.s. me@hyperx.com wrote budd cochran wrote what rpm do you want diesel locomotive engines and those enormous ship diesels have maximum speeds of only about 700-900 rpm yet the locomotive can be going 100+ mph. locomotives and ships are usually eletrical right the diesels just power the batteries... at least this is what i heard... this from another thread a short time ago http//www.bath.ac.uk/ccsshb/12cyl/ dj .

From : roy

greetings i am looking for a 88-93 dodge full size club-cab body. auto or 5 speed trans. preferably without rust. i live in ct but any where on the east coast would be fine. i found one in texas but its just too far away. any help finding one would be great!! i hope nobody minds me placing a want ad here. if so sorry... please respond to the address above. thanks. ...spike .

From : trey

sawers wrote fine sentiment but just a point of order in the pic third from bottom those are redcoats.......to be more precise members of britains 40 royal marines commando who can do every thing you mention twice as fast for twice as long with half the rations half the ammunition and against tenfold of the enemy.......... not something i mentioned............. just posting something already in print. it brought out long long ago memories. nice that you are proud of your military but rest assured every country feels that way about their people in uniform. the article was about people in uniform with no reference to country. so does it really matter.............. jerry .

From : trey

on sat 18 dec 2004 171825 gmt nosey kfrei43@removethis.hotmail.com wrote but its all pointless since the op hasnt informed us which model and engine hes dealing with for all we know its an early 87 mini van with a 2.6 which -did- have the voltage regulator internal to the alternator. hes posted here before asking alternator questions for his 87 dodge raider. which is not a dodge at all but a rebadged mitsushitty. .

From : dan j s

theres nothing really wrong with the v6. would i buy one no. i drove a v6 dakota when i was thinking for a very short time of buying one. it was just too small and im too big to have been comfortable in it. that and the fact it felt weak to me. not as weak as my old 85 caravan with the mitsu 2.6 4 cyl but weaker than i would want. of all the 6 cyl vehicles i have had only two my jeep grand cherokees were adaquately powered imo. my 88 s10 blazer was just slow enough to be annoying to me and the second caravan i had for a short time was the same. the dak a ext cab/4wd or both especially so is big enough that a six is gonna work pretty hard just moving it around so i would have gone with the 4.7. when i bought my present truck i drove rams with 4.7s and hemis and the hemi won hands down. the mile or two to the gallon wasnt worth the annoyance of feeling gutless to me anyway. i have a friend who had nothing but 4cyl cars until he was 40 and he bought a grand cherokee with a 4.7 and he was almost scared of it. lol. bdk my first truck was a 390 v8 then had a taurus sho oops! now i have a 99 dak with a 5.2 v8. the greater torque of the v8 comes in very handy around here with the hills i am always driving though. i believe that for lower speed stuff like sitting in traffic the v6 with something like a 4.10 rear end would be a better choice then the v8 but then take that same truck and put it on the freeway and it would tach out before it caught up with traffic. so the v8 with the 3.55 rear end gives me the power i need for the hillsa nd good torque in the city traffic around here and still ahve the gearing to keep the rpms reasonable on the freeway. i believe teh new 3.7 has more power then the old 3.9 which i believe most folks complain about. if i was able to get my 99 dak with the new 3.7 i just might go for it. but the 3.7 in the new bigger dak the added size and weight puts the performance down to where the 3.9 was with the old body. going from a 4 cyl to a 6 cyl you will think the 6 is really powerfulor powerful enough but once you get used to driving a v8 every day the 6 cyl starts to feel rather sluggish. i used to drive my friends bmw m5 home after we went mountain biking. going from a wild pottent 400 hp bmw to a lazy stock mopar 5.2 made my truck feel really slow. what that dak really needs is a 4 liter inline 6 or inline 4 i guess diesel. .

From : denny

on thu 16 dec 2004 140836 gmt tbone t-bonenospam@nc.rr.com wrote you need to check the wiring of you plows pump an possibly have the current draw of you plows pump checked. it looks like tbone started the christmas cheer a little early this year. what does this even mean -- if at first you dont succeed youre not cut out for skydiving .

From : roy

roy aka p w for one more day g i caught those couple o times you slipped up but im being a nice guy. you know tis the season...... i think youre being overly reasonable... i dont remember anything in the original bet where it was stated he could abbreviate his signature. imo p.w. just doesnt cut it bitch bitch bitch never cut a guy any friggin slack. okay. pudgy friggin wudgygbmfg now that is more like it!!!!!!!!!! vbg denny aaarrrrggggg looks like you forgot to sign your name there again pudge........... denny .

From : denny

on thu 16 dec 2004 140836 gmt tbone t-bonenospam@nc.rr.com wrote you need to check the wiring of you plows pump an possibly have the current draw of you plows pump checked. it looks like tbone started the christmas cheer a little early this year. beekeep .

From : bryan

have a look in the link in my sig unlock phones music soccer tv cheap mp3s get back on ebay even after suspension money reading emails male entertainers improve your golf score in 2 weeks stop smoking within a week amazing paypal loophole a must for buyers and sellers get 5 for absolutely free get 4 for joining ebay and bidding absolutely free .

From : roy

game time is 8pm est. denny larry any of you non- believers want to jump on the pats wagon bfg roy nobody can accuse me of being a jumper cause for now im a steelers fan. of course that my change by the end of tomorrow... denny .

From : mac davis

on sun 15 jan 2006 083952 -0700 budd cochran mr-d150@preciscom spam.net wrote my 86 d100 had the slant in it and when i sold it it had 300k on to my knoledge the original motor. dude that bought it passed me on the highway the other day. still driving it and still with a grin on his face. -chris ah he finally got it broken in. darn near as bad as a cummins on break-in. i got worried for no reason of course about my first /6 so i overhauled it at 166000 miles. it had been a well maintained car owned by a vacuum cleaner salesman and when i miked the journals there was less than 1/2 of 1/1000 of an inch wear. bore didnt even have a ridge so i honed them popped in new rings bearings timing set and a rebuiilt milled head 0.090. then i installed a low restriction exhaust and rejetted the carb the big bbs single and started kicking some 2 barrel v-8 butt. budd i remember a friend had one in 3 different valiants... kept wearing out the cars but that engine just wouldnt die.. mac please remove splinters before emailing .

From : budd cochran mrd150 preciscom spam net

my two favorite teams are the iggles and who ever is playing against the pats. ;^ -- ken if your favorite team is the eagleless then your favorite team should be anyone who plays dallas. yes dallas are rivals but the pats were the ones that ended the season for philadelphia last year. im looking foreword to watching the super bowl whoever plays in it. after that its another fresh season for everyone. -- ken .

From : nosey

only if it were built to take seats that you are comfortable in . . . . vbg budd on sat 14 jan 2006 092213 +0100 steve lusardi stevenospam@lusardi.de wrote since i am the original poster of that reply 6 mos ago the argument was about a v6 design not an inline design and i am also a proud owner of an 04 ctd. of course that also excludes the slant six as well. on another note the slant six also had a nuch weaker bottom end in comparison to the gm and ford equivelents. 5 vs 7 main bearings this however was not an issue at stock power levels. as for not seeing inline engines as much as before i am afraid it is because of packaging restraints created by todays compact body styles. steve i think that the popularity of front wheel drive is a big factor in the development of the v-6 also.. kind of hard to mount an inline six sideways.. *g* it coulda fit in a pacer.... denny .

From : jd

i have a 1999 dodge ram 1500 with 355 rears i want to swap to 488s can i run a auburn limited slip in the front dana 44 without any problems thanks in advance bob .

From : denny

denny larry any of you non- believers want to jump on the pats wagon bfg nah... looks like that sucker just de-railed. thats ok roy... theres always next year! .

From : clare at snyder on ca

im pulling for the broncos myself. so far so good. -- ------------------------------------------ laszlo almasi cool toys formerly carolina watercraft works ice angels game time is 8pm est. denny larry any of you non- believers want to jump on the pats wagon bfg roy .

From : christopher thompson

on sat 14 jan 2006 183318 gmt denny wddodge@woh.rr.com wrote on sat 14 jan 2006 092213 +0100 steve lusardi stevenospam@lusardi.de wrote since i am the original poster of that reply 6 mos ago the argument was about a v6 design not an inline design and i am also a proud owner of an 04 ctd. of course that also excludes the slant six as well. on another note the slant six also had a nuch weaker bottom end in comparison to the gm and ford equivelents. 5 vs 7 main bearings this however was not an issue at stock power levels. as for not seeing inline engines as much as before i am afraid it is because of packaging restraints created by todays compact body styles. steve i think that the popularity of front wheel drive is a big factor in the development of the v-6 also.. kind of hard to mount an inline six sideways.. *g* it coulda fit in a pacer.... denny but not between the front wheels. the way they installed the 232 and 258 was miserable enough!!! and the 304 definitely not designed to be worked on! youre just pissed you couldnt get the valve cover off.... vbg i dont think i ever saw a 304 in one of them. denny .

From : budd cochran mrd150 preciscom spam net

ya know its funny that years ago engineers from the current owners of mopar diamler / mercedes dont agree that the /6 lower end is weak . . in 1960 they said the entire engine was the best engine ever designed. and it was the most produced of all the mopar mills now having personally taken 3 slant sixes over 100000 miles myself 160k 350k and 285 k i think youre full of bull about the weak lower end. my 86 d100 had the slant in it and when i sold it it had 300k on to my knoledge the original motor. dude that bought it passed me on the highway the other day. still driving it and still with a grin on his face. -chris by the way a inline six is about the same length except for the slant six which is about as long as a v-8 as a v-10 give or take a couple inches. and a whole lot narrower. budd since i am the original poster of that reply 6 mos ago the argument was about a v6 design not an inline design and i am also a proud owner of an 04 ctd. of course that also excludes the slant six as well. on another note the slant six also had a nuch weaker bottom end in comparison to the gm and ford equivelents. 5 vs 7 main bearings this however was not an issue at stock power levels. as for not seeing inline engines as much as before i am afraid it is because of packaging restraints created by todays compact body styles. steve i had an 88 dodge ram d150 with the v6 basically a 318ci with 2 cylinders lopped off. it ran great but the body was rough so i sold it for $100 more than i paid for it and bought a cream puff 87 ram d150 with a slant 6. this second truck had 80k miles and was garaged since new no rust very very clean and nice. the slant 6 was fine for the hauling and towing i had to do but that v6 sure was smoother. well i guess its a moot point since you cant even get an inline engine in a dodge full size truck anymore. now for the flames!!!!! educate him ctd owners... .

From : clare at snyder on ca

game time is 8pm est. denny larry any of you non- believers want to jump on the pats wagon bfg roy .

From : denny

on sat 14 jan 2006 092213 +0100 steve lusardi stevenospam@lusardi.de wrote since i am the original poster of that reply 6 mos ago the argument was about a v6 design not an inline design and i am also a proud owner of an 04 ctd. of course that also excludes the slant six as well. on another note the slant six also had a nuch weaker bottom end in comparison to the gm and ford equivelents. 5 vs 7 main bearings this however was not an issue at stock power levels. as for not seeing inline engines as much as before i am afraid it is because of packaging restraints created by todays compact body styles. steve i think that the popularity of front wheel drive is a big factor in the development of the v-6 also.. kind of hard to mount an inline six sideways.. *g* it coulda fit in a pacer.... thatd be the all time fugly car. roy denny .

From : thesnoman

on sat 14 jan 2006 090819 -0500 roy roy@home.net wrote since i am the original poster of that reply 6 mos ago the argument was about a v6 design not an inline design and i am also a proud owner of an 04 ctd. of course that also excludes the slant six as well. on another note the slant six also had a nuch weaker bottom end in comparison to the gm and ford equivelents. 5 vs 7 main bearings this however was not an issue at stock power levels. steve ill agree about the leaning tower of power being a strong engine. i consistently revved my 63 170 over 6 thousand rpm where it delivered 206 hp dyno verified to the rear wheels through a torqueflite. this was not a weekend racer but an everyday street driven engine. it was still going strong at almost 200000 miles on the original stock bottom end when i sold it. the 69 225 would not rev much over 5 grand and was not nearly as highly tuned but i drove that dart across montana at 104 mph back in 1972. .

From : mac davis

on sat 14 jan 2006 092213 +0100 steve lusardi stevenospam@lusardi.de wrote since i am the original poster of that reply 6 mos ago the argument was about a v6 design not an inline design and i am also a proud owner of an 04 ctd. of course that also excludes the slant six as well. on another note the slant six also had a nuch weaker bottom end in comparison to the gm and ford equivelents. 5 vs 7 main bearings this however was not an issue at stock power levels. as for not seeing inline engines as much as before i am afraid it is because of packaging restraints created by todays compact body styles. steve i think that the popularity of front wheel drive is a big factor in the development of the v-6 also.. kind of hard to mount an inline six sideways.. *g* it coulda fit in a pacer.... denny .

From : christopher thompson

ok my fuel sending unit is bad on my 04 dakota. was wondering if the unit off a 2003 would work on mine. i have a 04 dakota 4.7 quad cab. .

From : budd cochran mrd150 preciscom spam net

mac davis wrote on sat 14 jan 2006 092213 +0100 steve lusardi stevenospam@lusardi.de wrote since i am the original poster of that reply 6 mos ago the argument was about a v6 design not an inline design and i am also a proud owner of an 04 ctd. of course that also excludes the slant six as well. on another note the slant six also had a nuch weaker bottom end in comparison to the gm and ford equivelents. 5 vs 7 main bearings this however was not an issue at stock power levels. as for not seeing inline engines as much as before i am afraid it is because of packaging restraints created by todays compact body styles. steve i think that the popularity of front wheel drive is a big factor in the development of the v-6 also.. kind of hard to mount an inline six sideways.. *g* mac please remove splinters before emailing a very good point too! -- ----------------- www.thesnoman.com .

From : roy

on sat 14 jan 2006 092213 +0100 steve lusardi stevenospam@lusardi.de wrote since i am the original poster of that reply 6 mos ago the argument was about a v6 design not an inline design and i am also a proud owner of an 04 ctd. of course that also excludes the slant six as well. on another note the slant six also had a nuch weaker bottom end in comparison to the gm and ford equivelents. 5 vs 7 main bearings this however was not an issue at stock power levels. as for not seeing inline engines as much as before i am afraid it is because of packaging restraints created by todays compact body styles. steve i think that the popularity of front wheel drive is a big factor in the development of the v-6 also.. kind of hard to mount an inline six sideways.. *g* mac please remove splinters before emailing .

From : thesnoman

ya know its funny that years ago engineers from the current owners of mopar diamler / mercedes dont agree that the /6 lower end is weak . . in 1960 they said the entire engine was the best engine ever designed. and it was the most produced of all the mopar mills now having personally taken 3 slant sixes over 100000 miles myself 160k 350k and 285 k i think youre full of bull about the weak lower end. by the way a inline six is about the same length except for the slant six which is about as long as a v-8 as a v-10 give or take a couple inches. and a whole lot narrower. budd since i am the original poster of that reply 6 mos ago the argument was about a v6 design not an inline design and i am also a proud owner of an 04 ctd. of course that also excludes the slant six as well. on another note the slant six also had a nuch weaker bottom end in comparison to the gm and ford equivelents. 5 vs 7 main bearings this however was not an issue at stock power levels. as for not seeing inline engines as much as before i am afraid it is because of packaging restraints created by todays compact body styles. steve i had an 88 dodge ram d150 with the v6 basically a 318ci with 2 cylinders lopped off. it ran great but the body was rough so i sold it for $100 more than i paid for it and bought a cream puff 87 ram d150 with a slant 6. this second truck had 80k miles and was garaged since new no rust very very clean and nice. the slant 6 was fine for the hauling and towing i had to do but that v6 sure was smoother. well i guess its a moot point since you cant even get an inline engine in a dodge full size truck anymore. now for the flames!!!!! educate him ctd owners... .

From : thesnoman

since i am the original poster of that reply 6 mos ago the argument was about a v6 design not an inline design and i am also a proud owner of an 04 ctd. of course that also excludes the slant six as well. on another note the slant six also had a nuch weaker bottom end in comparison to the gm and ford equivelents. 5 vs 7 main bearings this however was not an issue at stock power levels. steve many years ago a friend that i raced with decided to play with a slant six. he found some article about a hyper pac and ended up with a multiple carb sleeper that he beat the crap out of for a couple of years. never a problem with the lower end on that engine or actually any slant six that i remember. as far as a s/six my wifes 05 envoy has one in it. i believe it is rated at 265 hp a fairly snappy engine. roy i had an 88 dodge ram d150 with the v6 basically a 318ci with 2 cylinders lopped off. it ran great but the body was rough so i sold it for $100 more than i paid for it and bought a cream puff 87 ram d150 with a slant 6. this second truck had 80k miles and was garaged since new no rust very very clean and nice. the slant 6 was fine for the hauling and towing i had to do but that v6 sure was smoother. well i guess its a moot point since you cant even get an inline engine in a dodge full size truck anymore. now for the flames!!!!! educate him ctd owners... .

From : steve lusardi

there was nothing weaker about the bottom end of a slant six. it long stroke with a small bore required a different main bearing arrangement to keep engine compact. it had less bearing but the ones it had were very healthy and sturdy and nothing cheap in their design at all. the old slant six is likely the most durable 6 ever built and emmsions killed it off not bad design. i owned a few slant 6s of the 60s era in the early to mid 70s and they were fine smooth engines and powerfull for their size too. back it 74 when i was redeploying to another base in my 66 cornet with a slant 6 i ran it across about all of oklahoma at 90 mph plus in summer heat with no problems. one fine motor. steve lusardi wrote since i am the original poster of that reply 6 mos ago the argument was about a v6 design not an inline design and i am also a proud owner of an 04 ctd. of course that also excludes the slant six as well. on another note the slant six also had a nuch weaker bottom end in comparison to the gm and ford equivelents. 5 vs 7 main bearings this however was not an issue at stock power levels. as for not seeing inline engines as much as before i am afraid it is because of packaging restraints created by todays compact body styles. steve i had an 88 dodge ram d150 with the v6 basically a 318ci with 2 cylinders lopped off. it ran great but the body was rough so i sold it for $100 more than i paid for it and bought a cream puff 87 ram d150 with a slant 6. this second truck had 80k miles and was garaged since new no rust very very clean and nice. the slant 6 was fine for the hauling and towing i had to do but that v6 sure was smoother. well i guess its a moot point since you cant even get an inline engine in a dodge full size truck anymore. now for the flames!!!!! educate him ctd owners... -- ----------------- www.thesnoman.com .

From : budd cochran mrd150 preciscom spam net

since i am the original poster of that reply 6 mos ago the argument was about a v6 design not an inline design and i am also a proud owner of an 04 ctd. of course that also excludes the slant six as well. on another note the slant six also had a nuch weaker bottom end in comparison to the gm and ford equivelents. 5 vs 7 main bearings this however was not an issue at stock power levels. as for not seeing inline engines as much as before i am afraid it is because of packaging restraints created by todays compact body styles. steve i had an 88 dodge ram d150 with the v6 basically a 318ci with 2 cylinders lopped off. it ran great but the body was rough so i sold it for $100 more than i paid for it and bought a cream puff 87 ram d150 with a slant 6. this second truck had 80k miles and was garaged since new no rust very very clean and nice. the slant 6 was fine for the hauling and towing i had to do but that v6 sure was smoother. well i guess its a moot point since you cant even get an inline engine in a dodge full size truck anymore. now for the flames!!!!! educate him ctd owners... .

From : advocate

im curious as to why the slant six didnt idle / run smooth. every one that i had ran smooth enough to make you wonder if it was running or not. budd i had an 88 dodge ram d150 with the v6 basically a 318ci with 2 cylinders lopped off. it ran great but the body was rough so i sold it for $100 more than i paid for it and bought a cream puff 87 ram d150 with a slant 6. this second truck had 80k miles and was garaged since new no rust very very clean and nice. the slant 6 was fine for the hauling and towing i had to do but that v6 sure was smoother. well i guess its a moot point since you cant even get an inline engine in a dodge full size truck anymore. now for the flames!!!!! educate him ctd owners... .

From : jd

i had an 88 dodge ram d150 with the v6 basically a 318ci with 2 cylinders lopped off. it ran great but the body was rough so i sold it for $100 more than i paid for it and bought a cream puff 87 ram d150 with a slant 6. this second truck had 80k miles and was garaged since new no rust very very clean and nice. the slant 6 was fine for the hauling and towing i had to do but that v6 sure was smoother. well i guess its a moot point since you cant even get an inline engine in a dodge full size truck anymore. now for the flames!!!!! educate him ctd owners... naww wouldnt want to tell him bout my lil 6 cyl. .