Dust Runners Automotive Journal is an automotive publication based in Phoenix, Arizona. We are always on the lookout for cool and interesting automotive news to bring our followers. What started as two friends constantly discussing cars over free time, has grown to become a rapidly expanding automotive publication filled with news, tutorials, reviews, and various adventures.
I had a 2004 Grand Prix with the 3800. It put out around 200 HP. It was absolutely incredible off the line. I could smoke the tires all the time. I used to give my Grandsons rides and I would chirp to tires a little. My Grandsons called my Grand Prix “ Papas race car” that was a great car. I owned it for 12 1/2 years before I sold it. I hated to see it go.
The bigger question is how much power is being robbed by the restrictor at the end of the exhaust before the venturi ports? Banks Performance claims a bit of power being added by just adding their DPF back 5 inch exhaust. Personally I think just cutting off the restrictor would produce close to the same performance results. FYI I have noticed that adding a Banks monster intake on late model L5P duramax engines really extends regen intervals especially when towing. On my 23 duramax I was regening every 200-250 miles when towing heavy. Now with the intake I am going close to 700 miles and I can watch my soot level drop from passive regens that I never saw before the intake upgrade. I have seen this benefit on numerous L5P's that I have sold intakes to.
Here on Brasil we had a realy good oponent on the inline 6 categorie! The Chevy 4.1 inline six 250-s used in opalas! This engine its really old and simple( first models came from 1968!) and yet there are drag cars putting out more then 2000hp!
Under the category of respect your elders, I love the 3.6l S38 in my 1989 BMW, individual throttle bodies, and an variable length intake plenum. This thing is a smooth beast!
Subaru engines. Nit sure which ones most reliable but so many people shut on subaru for being "unreliable" I've literally flooded my engine with water and it never stopped working for tens of thousands of mines. They can have head gasket issues but that's not always the case. All engines have the less reliable of the bunch made. But I think subie deserves a spot here
Love your support for the Barra. We didn't kill it. Ford US said sorry but we are shutting you down, no hard feelings. There are some I can bloody tell you. We loved OUR cars. Thanks Ford America for the kick in the nuts.
@Dust Runners Automotive Journal - Regarding your recommendation to use pour in oil additives, I have never seen or heard of any automotive manufacturer in the world that recommends pour in oil additives. This is because adding a mystery ingredient, (a pour in oil additive), can have unplanned and negative effects, as it upsets the delicate chemical balance of a motor oi and the chemicals that are already in the oil's additive package. It's money well spent to simply use a good quality synthetic motor instead and save your money on pour in oil additives. Lake Speed Jr. over at the Motor Oil Geek RU-vid channel has a very good video on why he does not recommend using pour in oil additives. Look for his video, "If You LOVE One Of These Additives, DON'T Watch This Video!". Lake is a Society of Tribologists and Lubrication Engineers Certified Lubrication Specialist, an Oil Monitoring Analyst and a motor oil geek. :) -- 31 year independent AMSOIL synthetic lubricants Dealer.
I know people are going to hate this comment, but I believe the 6.7L Powerstroke is the greatest diesel engine ever put into a pickup truck. Unless you are trying to make 1000+ horsepower, it will get you there the easiest. It already has a ton of power from the factory. A stock 6.7L will generally last 400-500k miles, and a deleted one can make it close to, if not over a million miles.
Thanks for thr great information. What suggestions do you have for none electronic auto transmission to use with beefed up om606? I plan to use the 606 in my 1985 g280 wagon. Thanks
The dod and active fuel management systems on the newer LTS and LSS is a better design than the 864. Only barely. They're utterly abysmal. There is no reason to shut off cylinders on a V8 engine. Your assertion that the 2.2 Mopar engine was bad is not actually true. A problem with that engine was the fact that they insisted on putting carburetors on the early engines. They didn't have any balance shaft so they would vibrate enough to actually cause issues with the carburetion. They also had an issue with assembly procedures well as soft cams, aka almost every Chevrolet V8 engine that wiped out the front two set of cantaloupes because they didn't know how to properly temper the front two set of can lobes. I literally watched how they were quenching the cams and told them they were morons. How in the world are you assembling cams in a facility in General Motors it's no wonder the Corvette always had aftermarket cams in it. As for the 5-7 hemi. The ls motors have been breaking exhaust manifold bolts for longer than the 5.7 Hemi is even been out. They're probably made by the same people who made the ones for the 5.7 Hemi. Use a little bit better product when you're assembling the engine a lot of these problems go away
And this guy is a rocket scientist that works for Boeing. No wonder their rocket is still sitting on the launch pad. Hope no one has ever bought a car that he has owned.
15 years later, the 6.0 turned out more reliable than the 6.4. Nowadays, if you buy either truck with a new replaced engine, they are pretty reliable. because all of the past issues have been resolved.
I don't know where you got your numbers from but a 230 straight 6 has 140 HP (I had one) and a 300 straight 6 is good for 190 HP in stock form. It can produce about 400 HP if you got rod it. It's almost as powerful as a 5 litre V8 but doesn't rev as high.
I have trouble understanding the emissions issue. In a gas 2 stroke, air/fuel mix is coming in the transfer ports while exhsust is being scavenged out, so some unburned mix escapes out the pipe. In a diesel, there's only pure air blowing in and pushing burnt gases out, So where does the unburned fuel come from? Does it not have enough time to complete its burn before the intake ports open?
Could it be possible to swap the garbage 6l50 six speed transmission in the Colorado with the appropriate 8l90 transmission? Haven’t heard of anyone trying this before, wonder how it would perform and differ over the 6l50
At 3000 miles, I make sure I have a filter and oil on hand. If not, order. At 4000 miles, I start finding time to set aside to accomplish the oil change before the 5000 mile mark. I don't care how advanced modern oil is. Engine oil is cheap. Engine rebuilds cost a fortune.
One characteristic of a in-line 671 Detroit was it’s balance shaft. Detroit diesels had a smooth power curve from idle to 2100 RPM. Early Cummins engines were like a rock crusher at idle. This smooth power curve made the 2 cycle popular in boats and buses.
