x2, it is his choice.Untill you start being down for emission reasons or whatever. Who wants to bet their income for next year on weather or not the 17s will be full of bugs or a lemon. These decisions are a lot easier for us to speculate on when it's not our business that's on the line. Gotta respect Adam for making a plan for his business and following it through as far as he has to try and make it work.
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While i agree there is a limit to which the std 2 ring setup while hold. GM ran 17.5:1 for 5-6 years then dropped to 16.8:1 cr ~1 year prior to putting DPF/regen systems on the truck coincidence?
Going back a few posts, I believe Wagler heads were only having cracking problems on really high output engines (> 1000 HP) when sled pulling. I just put a set on my truck, and they look to be WAY beefier than the stock design. That being said, I would think really hard about staying stock. At ~425 RWHP, they won't provide any benefit, and if you can save money going stock, might as well. But if you need the tax write-off, or it is really about the same price, they are nice heads.
Uh, yeah, coincidence because they bumped the output up 60hp.
17-18:1 with 410rwhp and your tuning (who knows what that looks like) is a terrible idea regardless of anything else.
Untill you start being down for emission reasons or whatever. Who wants to bet their income for next year on weather or not the 17s will be full of bugs or a lemon. These decisions are a lot easier for us to speculate on when it's not our business that's on the line. Gotta respect Adam for making a plan for his business and following it through as far as he has to try and make it work.
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Increase vlv overlap on the camshaft would have a negative effect on CR especially on startupCurrent Diesel engine engineering trend is lower CR. Efficiency is gained thru lighter compontents and less internal friction. Also When high static CR is used, ignition at tdc is very inefficient due to poor air/fuel mixture. You have pockets of Rich AFR and lean AFR.
But that is a discussion for another thread.
I dunno about style but at least he would spend more time driving!!F450, gross combined weight rating 40,400 nearly same hp to the ground as your making now, trade every year before 100,000 miles. sure its gonna cost but looks like you make plenty and this would be easy, besides driving in style. Just another idea
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If it cost $5000 every 70k mi for engines we are arguing over 7 cents a mile. Not to mention the 5000 gets wrote off. Not stressing about carrying $60,000 in debt year to year is priceless when riding around alone and have plenty of time to think.
I see the the tax benefits for larger companies to lease or buy new, but Adam is a one man show. Once he figures out how to make these engines last in a paid for chassis 200k he is golden.
Those bearings looked worse than my unknown millage LB7 (had over 220k in 2011) that used to pull a cut down Reitnour flatbed semi trailer all over the mid-west. Then was used as a service truck weighing 12k+ for a few years. Finally blowing HGs and still being daily driven with a 325Gal spray rig for a summer.
CR or timing has to have some kind of factor in how beat up they look.
Right... But you're not considering the down time. We can't call our customer and say your parts (that you need right now) won't be on time because our truck is down for repairs, it will be a few weeks before its running again. We would be out of business overnight... There is a lot of things to consider, of course. But down time is HUGE esp when you take it to the next level with regard to size of company and your brand recognition (word of mouth). IMO
Just trying to show the flip side of the coin