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  #51  
Old 07-09-2013, 09:30 PM
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Just something else to keep in mind the drivetrain loss should not be looked at as a percentage. Since it's the same drivetrain it's the same loss, not same percent. Just because you add power at the input of the transmission doesn't mean you lose more on the output. I'm not sure what the drivetrain loss is on the 66rfe but if it's similar to the 65rfe in the ram 1500's it's roughly 90-100hp loss. So it will be 90-100hp loss to the wheels whether it's behind the 5.7L or 6.4L, assuming no other changes to the transmission, etc.

Radio, I'm not sure what you are asking of me. I agree they want to make money. I just don't think they are doing this to F with you guys. Just about every truck engine is always "neutered" as you guys are saying. They always change the cam profile, intake and exhaust manifold runner length and size, head characteristics, etc. Usually this results in less peak hp but more low end torque.

Am I wrong that the 6.4L is only going in the HD trucks? That's what I thought I read earlier in the thread but it looks like in some of the latest posts you guys mention it in the 1500 trucks.
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  #52  
Old 07-09-2013, 10:17 PM
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Quote:
Originally Posted by snrusnak View Post

Radio, I'm not sure what you are asking of me. I agree they want to make money. I just don't think they are doing this to F with you guys.
I'm not asking you anything and I don't think they're fn with us. I'm just using your words... out of context maybe to make my point. Chrysler is not going give a crap about how we feel or look when the 392 2500 we're driving gets run down by a Chevy or Ford HD. If they did, they would have put a little more effort into the design of this 392/2500 platform....period. Here's my take, the SRT 392 has a 284 duration with about a 580 lift camshaft I think. And here's my HD 392 build....a 225-235/505 cam profile....the new a$$ kicking POWER WAGON!
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  #53  
Old 07-09-2013, 10:30 PM
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oh right right.... Yeah well I think I've said it about 3-4 times in this thread already but the manufacturer doesn't care if they have the fastest 0-60 time or 1/4 mile time in a HD pickup. They are going for towing and hauling, etc.
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  #54  
Old 07-09-2013, 10:45 PM
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They detune it much in the same way they detuned the CTD for the Chassis cab trucks; they're expecting these trucks to be absolutely flogged, so why not help the longevity of the motors by de-stressing them a tad...

As said above, the 5.7 is de-tuned, as is the 6.0/6.2 from GM, and the 5.0/6.2 from Ford. These are trucks after all, where not too long ago a 140hp, 300ci 6 cylinder truck was a great work truck that are still on the road today, as are the 318/360" LA (non-magnum) engines.

They could have gotten 350hp out of a 5.9 Magnum if they wanted, but they wanted them to last, so they backed of the "performance" and went for reliability...

...just a thought
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Old 07-10-2013, 06:04 AM
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MOPAR is going to release 2 motors this fall.
A 6.4 that makes max torque of 420 at 4000rpms in a Heavy Duty truck.
A diesel that makes max torque of 420 at 2000 rpms in a Lighty Duty truck.
This talk about performance, acceleration, yadi yadi, just a bi product of torque to begin with..20 year old technology yadi yadi is just Clouding what's really being asked. Question always was why in the hell they cut 10% of the torque in the 6.4 Why couldn't it be left at 5% or so. 450tq in a heavy duty truck would sound a lot better. Especially if YOU are even actually in the market for it. GM is coming out with a 6.2, smaller engine at that, projected at 450tq... So whats the friggin excuse for that one??
Guess theyre looking forward huh? The rest of us makes excuses like " I remember way back when"
just a thought
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