I didn't trash talk once, why are you calling me a fool. You would be more of a " fool " than me to assume that it is a 5.9 due to its very low mileage ( it could be ), but low mileage 5.9 are hard to find so I assumed its a 6.7. Yes when you delete a 6.7 the head studs can be a weak point due to the small vgt charger that causes high drive pressure.

This post was edited by Slater420 on Dec 9 2014 11:07am

You stated questionsable transmission. The 68rfe is the (statistically proven) best transmission ever produced in an automatic form. So forgive me for assuming you were referring to a 5.9L...

On a side note. Deleting has no side effect what so ever on drive pressure. Tuning yes, deleting no. Th 07 is capable of being deleted with no tuning at all. The EGR can be unplugged, and the DPF/NOX Sensors can be fooled to achieve a full delete with no limp mode.

I've said this over and over. All aside from the 6.uhohh all these trucks have no issues with head gaskets at stock levels. For the 6.7L The studs aren't the issue. People blame them all day long. It's the gasket design itself. You could hold more on a stock grade stud and fire ring/girdle than you could with arp's and a stock replacement gasket.

The reason tuning kills these vgt trucks is they try to make boost at 800 rpm. It drives me insane... Remember when the old holset hx35 on a 12v didnt even start to light until 1500 rpm? It was for a reason. Closed veins at WOT/full fuel(with tuners) at 1000RPM makes a fuck ton of drive pressure. There is a lot more efficiency to tuning than what 99% of end users ever get. Longevity and power included. We used a VGT trubo for pulling one year. It worked great at the end of the track. You could maintain 110lbs of boost from 3200rpm to 5000. You can't do that with a standard turbocharger. At those levels you will always loose 10-15 psi if not more coming down that far in rpm.

Trust frand. I'm the most brutally honest person to talk to in this sub forum when it comes to diesels. I love cummins to death and I'll point out every flaw they have.

P.S. was more refering to the other person that tried to imply cummins was a bad brand of diesel. was more making a statement towards you. NN feelers hurt

This post was edited by jimmyhoud on Dec 9 2014 12:09pm

The newest gas half tons are getting 18-20hwy in real world driving scenarios. GM has gone direct injection along with the cylinder deactivation. The DI allows for a higher compression ratio and leaner burn so you end up with more power and better fuel economy. The little 5.3 makes better power than the 6.0L LQ9 in the last gen.

those are the stupidest videos ever. i put them right up there with people and videos saying "look my 1/2 ton chevy/ford/dodge pulled a semi out of somewhere".

no you didnt pull a semi out of anywhere you gave some assistance to it so it could get rolling. it was under its own power pulling its own wheels numbnuts.

i have more weight on the steer tires of my truck than those pickups have on their whole 6 tires. the only reason that pickup can pull a bobtail semi is because there is no weight on the drives of a semi when it doesnt have a trailer on it. that piss ant pickup would barely make my weight gauge move if you sat the entire thing on the frame rails of the semi.

Don't lose your CDL to road rage

@ Bold I completely agree but when its not my shit getting destroyed its kinda entertaining lol

im at home i dont drive over the road.

Yeah OTR is garbage, especially this time of year up here.

Yea that's true stock levels the 68 is a solid tranny and the head gasket holds well. Lots of head gasket failures from guys wot before the truck is even up to temperature too. True sims or tuners can be used and left at stock. High hp trucks the 68 seems to be the least favorable for a built tranny, but it has come a long way.

True statement. The only reason a lot of big power guys go back to the 48rfe or mainly 47rfe is due to the cost to build. side by side the 68rfe is about 40% more money to get an equivalent transmission. They would be closer to 80% if the new gen trucks didnt need a stand alone unit to swap back to a 47 or 48. The one big killer to the 68rfe under power is lockup in 4th. Locked to locked shifts at WOT are not a pretty thing...

As I mentioned, for stock levels, the 68rfe is way ahead of anything dodge ever put out for HD trucks. But then again, when a 1/4 ton automatic dakota gets the same exact transmission as a 1 ton truck... theres your issue. The only internal changes are the planetary, pump, and shafts... They all use the same exact valve body lol...