Considering Trade from Gasser to Diesel

[allen8106]

I have read a couple posts regarding the cost of maintenance nad/or repairs for late model diesel engines and am a bit concerned considering I am looking into trading my 09 GMC, 2500, 6.0L gasser for a 2013, 2500, Duramax. For those of you who have late model diesel what is your experience with maintenance and repair costs?

[transamz9]

Hannibal wrote:

transamz9 wrote:

Dude ,

If you don't believe me about a diesel being the best at towing, pulling, and hard work


Notice the factory honing........

Dude? Really?

Have I ever said different? I've often said the Cummins is the best engine ever put in a pickup truck. I've also said the IH/Neverstart is the worst engine ever put in a pickup truck but that's another thread. My grocery getter engine is perfect for my application.

Factory honing? Sure it is. You might try Metamucil or some other fiber supplement.

That is FACTORY. This was the first time this IH was ever opened an I'm not an IH fan either.

I wouldn't say your truck is perfect, nothings perfect.

[Hannibal]

transamz9 wrote:

Dude ,

If you don't believe me about a diesel being the best at towing, pulling, and hard work


Notice the factory honing........

Dude? Really?

Have I ever said different? I've often said the Cummins is the best engine ever put in a pickup truck. I've also said the IH/Neverstart is the worst engine ever put in a pickup truck but that's another thread. My grocery getter engine is perfect for my application.

Factory honing? Sure it is. You might try Metamucil or some other fiber supplement.

[transamz9]

Hannibal wrote:

transamz9 wrote:

The transmissions go because of heat build up because of lack of volume going through the cooler not from the torque. When was the last time you seen a diesel motors bottom end wear out with low miles on it because of friction? Ask me the same about a high revving gas motor.;) The high EGTs come from the amount of BTU's being put out per cycle and yes, if you use a longer lug wrench to move the lug nut at the same speed you going to tire much much quicker to do the same work in the same time frame.

I supposed the 5th gear nut problem with the NV4500 behind the Cummins was due to heat? No, it was due to the hammering torque of the Cummins. I had one.
I've never seen any engine wear out with low miles as long as it's properly maintained. It would do no good to ask you anything. You speculate based on emotion. No facts whatsoever.
Higher rpm will result in lower EGT. Those of you afraid to do the right thing with your engines will never know.
You've obviously never used a wrench.:S

Dude , I'm inside engines on a regular basis gas and diesel. I don't take many pictures of the jobs I do because that's not what I get paid to do. I get paid very well for the work I do and part of that job is to get the most out of the vehicles and equipment we own.

If you don't believe me about a diesel being the best at towing, pulling, and hard work then ask the heavy equipment manufactures or the semi manufactures or the farm equipment manufactures or the train engine manufactures or the military. If you want to haul the groceries or haul the mail in a light weight vehicle or mow the grass then the gas engine is great but diesel is even moving into those jobs too and do very well with it.

Just for giggles, here's a picture of the cylinder of a 2002 7.3 that I just put heads on. It has 280,000 miles on it in this picture and the only problem it was having was an injector cup developed a crack and was letting fuel into the coolant system. I use recycled oil for all our diesel trucks so you can't say it was the expensive oil I use. The truck is now back in daily service towing heavy trailers all over the state by guys that could care less if they blow it up or not.

Notice the factory honing........

[Jarlaxle]

I thought the NV4500's 5th gear problem was from vibration, not torque...?

[Hannibal]

transamz9 wrote:

The transmissions go because of heat build up because of lack of volume going through the cooler not from the torque. When was the last time you seen a diesel motors bottom end wear out with low miles on it because of friction? Ask me the same about a high revving gas motor.;) The high EGTs come from the amount of BTU's being put out per cycle and yes, if you use a longer lug wrench to move the lug nut at the same speed you going to tire much much quicker to do the same work in the same time frame.

I supposed the 5th gear nut problem with the NV4500 behind the Cummins was due to heat? No, it was due to the hammering torque of the Cummins. I had one.
I've never seen any engine wear out with low miles as long as it's properly maintained. It would do no good to ask you anything. You speculate based on emotion. No facts whatsoever.
Higher rpm will result in lower EGT. Those of you afraid to do the right thing with your engines will never know.
You've obviously never used a wrench.:S

[wintersun]

transamz9 wrote:
Iv'e said it before, twice as many RPM's is going to be twice as much wear.

That is an overly broad assumption. When not pulling up a grade my truck with the gas V-8 ran at 1700 RPM at 65 MPH. My diesel truck with its V-8 at 65 MPH is at 1700 RPM. It is only when pulling a load up a steep grade that the gas V-8 needs more RPM's to generate an equal amount of torque.

It is common for people to get 200,000 miles use on gas and diesel engines so the possible extra wear from higher RPM's some of the time with a gas engine is clearly not affecting the reliability or longevity of the engine.

A lot of the problems people have when towing with gas engines comes from picking a vehicle with too tall a set of gears. With a 6-speed transmission and 4.10 or lower gearing a gas powered tow vehicle is not going to be a problem when used within its tow load capacity rating.

With GM trucks the same truck with the 4.10 gears has a towing capacity that is a full 25% greater than with 3.73 gears. I always have bought gas powered vehicles to be used for towing with the 4.10 gears and that was when 4-speed transmissions were the norm. With today's 6-speed transmissions with two overdrive gears this is even more of a no-brainer choice.

[Jarlaxle]

Im not sure I have EVER seen a bottom end actually wear out unless neglected! My wife's Festiva went 273,000 miles, and that was spinning 4000+RPM on the highway!

[transamz9]

Hannibal wrote:

transamz9 wrote:

Sport45 wrote:

transamz9 wrote:
Iv'e said it before, twice as many RPM's is going to be twice as much wear.

Maybe if the bearing loads were the same, but they're not.

Look how fast your turbo is spinning. By your logic it should be worn out before the first oil change. But it doesn't because it was designed to run at that speed. Just like gas engines are designed to run at their operating speed. A gas engine with a 200,000 mile design life will last as long as a diesel engine with a 200,000 mile design life.

Bearings are not the only things that wear. Rings, cylinder walls, valve springs, rocker arms so on and so on. The you have transmission parts that are turn twice the rpm. A lot of gassers share the same transmission as the diesel. Are they built differently? NO

And those same transmissions are known to have far more problems behind the diesels. All that torque forced through the TC at lower rpm puts way more stress on it. Lower rpm under load also puts more stress on the crank bearings, wrist bearings and rings. Higher rpm means more air flow for cooler EGT, more oil flow for cooler bearings and less bearing pressure and less torque needed for less stress on the rings, heads and lower end of the engine and transmission. Your logic is like saying a longer lug wrench is more tiring because you have to move your arm farther.

The transmissions go because of heat build up because of lack of volume going through the cooler not from the torque. When was the last time you seen a diesel motors bottom end wear out with low miles on it because of friction? Ask me the same about a high revving gas motor.;) The high EGTs come from the amount of BTU's being put out per cycle and yes, if you use a longer lug wrench to move the lug nut at the same speed you going to tire much much quicker to do the same work in the same time frame.

[Jarlaxle]

transamz9 wrote:
Iv'e said it before, twice as many RPM's is going to be twice as much wear.

Repeating an incorrect statement does not make it correct!

[Bumpyroad]

Hannibal wrote:
Your logic is like saying a longer lug wrench is more tiring because you have to move your arm farther.

Now I'm going to lie awake all night pondering that.
bumpy

[Hannibal]

transamz9 wrote:

Sport45 wrote:

transamz9 wrote:
Iv'e said it before, twice as many RPM's is going to be twice as much wear.

Maybe if the bearing loads were the same, but they're not.

Look how fast your turbo is spinning. By your logic it should be worn out before the first oil change. But it doesn't because it was designed to run at that speed. Just like gas engines are designed to run at their operating speed. A gas engine with a 200,000 mile design life will last as long as a diesel engine with a 200,000 mile design life.

Bearings are not the only things that wear. Rings, cylinder walls, valve springs, rocker arms so on and so on. The you have transmission parts that are turn twice the rpm. A lot of gassers share the same transmission as the diesel. Are they built differently? NO

And those same transmissions are known to have far more problems behind the diesels. All that torque forced through the TC at lower rpm puts way more stress on it. Lower rpm under load also puts more stress on the crank bearings, wrist bearings and rings. Higher rpm means more air flow for cooler EGT, more oil flow for cooler bearings and less bearing pressure and less torque needed for less stress on the rings, heads and lower end of the engine and transmission. Your logic is like saying a longer lug wrench is more tiring because you have to move your arm farther.

[transamz9]

Sport45 wrote:

transamz9 wrote:
Iv'e said it before, twice as many RPM's is going to be twice as much wear.

Maybe if the bearing loads were the same, but they're not.

Look how fast your turbo is spinning. By your logic it should be worn out before the first oil change. But it doesn't because it was designed to run at that speed. Just like gas engines are designed to run at their operating speed. A gas engine with a 200,000 mile design life will last as long as a diesel engine with a 200,000 mile design life.

Bearings are not the only things that wear. Rings, cylinder walls, valve springs, rocker arms so on and so on. The you have transmission parts that are turn twice the rpm. A lot of gassers share the same transmission as the diesel. Are they built differently? NO

[NJRVer]

transamz9 wrote:

Hannibal wrote:
During research and development, the 5.7L Hemi was run full load at peak hp for 300 hrs. Nothing melted or broke and tear down revealed normal wear. Why would you rpmaphobes think it's ok to run a diesel at 2500 all day long which I did with my '98 towing or not yet it's eminent destruction to run a gas engine at 5300 rpm all day? What makes 2500 rpm or even 2000 rpm low in you mind?

300 hrs is a long cry from 9000 hrs.

Maybe they should have tested it for 301 hrs.
My '03 Hemi 2500 broke a valve spring with a little over 105,000 miles in '09.

Goodbye hemi, hello Chevy 6.0.

[Sport45]

transamz9 wrote:
Iv'e said it before, twice as many RPM's is going to be twice as much wear.

Maybe if the bearing loads were the same, but they're not.

Look how fast your turbo is spinning. By your logic it should be worn out before the first oil change. But it doesn't because it was designed to run at that speed. Just like gas engines are designed to run at their operating speed. A gas engine with a 200,000 mile design life will last as long as a diesel engine with a 200,000 mile design life.