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They are, as the basic engine itself is very well designed. As mentioned before, you can also run higher sulphur levels. The only concern is legality - that's why I wanted to know just how much it is actually enforced in Europe.

Most obvious benefit would be the lack of DPF, and along with it, the heavy EGR cycle that early 6.7s (2007 - 2012) rely on to combat NOx. The 5.9s past 2003 still use EGR, but it's at a much lower ratio, and easy to delete. If you choose not to delete a pre-DEF 6.7, the your DPF is pretty much...

Do they not cut any slack for foreign vehicles? We (at least in Canada) will cut them slack for not meeting our emissions. Also, I'd think most European police officers don't exactly have North American emissions laws memorized.

Are you referring to the 5 speed Dodge 545RFE? In that case I wholeheartedly agree - it's a crappy transmission. Thing is, it was never intended as a 5 spd, much less a "6 spd" (65RFE). 1st gear (3.00:1) and 2nd gear (1.67:1) has nearly a 50% drop in rpm, engine falls flat on its face during 1...

I've heard of those before. Love the Australian system, where certified shops / engineers can increase the legal payload of a truck. Guess the downside is, their cops enforce GVW a lot more strictly...

That might be a bit of a stretch. Modern 6 spds from Ford and GM use 4+:1 1st gear ratios, coupled with a 4.10 rear end, you have 16:1+ 1st gear ratio. But, then you have to factor in the torque converter, which can generate another 1.5:1 ratio. Not quite G56/NV5600 ratio, but with a manual...

I know what you're getting at, but the analogy doesn't work because the 6.4 Hemi and Cummins Ram has identical GVW (due to identical powertrain, as you mentioned). The Hemi has 8000 lbs higher payload due to being that much lighter. My point is a bit different: why does 2 Hemi trucks have...

Another factor is evap emissions - unlike a diesel tank (which emits no vapor), the new gas tank must be plumbed in to the evap canister and evap purge solenoid to be emissions legal. Not sure if any dealer wants to tamper with emissions equipment and risk a fine from EPA...

It probably doesn't directly apply to a 200, but I don't know it that well. If anything, I bet the diesel has less payload due to more weight. A better comparison is this: if they had a 4.0 V6 LC200, and rated the towing capacity at 4500 lbs, then we know it's a performance / marketing driven...

Going by what I just mentioned above, let's look at the axle capacities between a 4runner and 200 series: 4runner: front GAWR 2998 lbs rear GAWR 3439 lbs LX570: front GAWR 3595 lbs rear GAWR 4300 lbs The 200 series has 600 lbs more front axle capacity, and 861 lbs more rear axle capacity...

You think like an engineer, which is good. I'm an ME, and naturally have massive respect for the engineering hours OEMs put into a production vehicle. However, we should also realize the limitations engineers have in the corporate hierarchy. Not every payload and towing spec is driven by...

Are you an engineer by any chance? I'll use my old LX470 as an example. It had roughly 1250 lbs of payload. Let's do an imaginary build: front winch + bumper, 150 lbs over stock (more with Slee); rear bumper with tire holder, 80 lbs; Slee skids 150 lbs over stock; roof top tent, 120 lbs...

Exactly. Even more important when you consider COG: a Suzuki Samurai with 500 lbs on the roof would be lethal. On a 2500 Suburban? Not ideal, but it'll take it.

Totally. Just saying, if we did a survey, I bet over 75% of members' rigs are over weight. I'm one of the few that chooses to go with 0 armor, no winch, and still have trouble staying under. If you're over GVW, then the heavier built truck would retain a higher margin of safety.

Good point. Furthermore, people should realize chassis strength isn't always relative to GVW, sometimes it's absolute. Case in point, in relative terms, a Mini Cooper should be just as strong as an Oshkosh HEMTT. Can we say they're the same strength wise? No, because many things, like contact...

I think that's the point victory_overland was trying to make. Overland driver does not always = technical off road. On a month long, or even week long journey, I won't risk taking my truck through terrain like the Rubicon even if my truck is capable of doing it. The risk of breaking something...

The not using parking brake issue seems like an exclusive North American bad habit... I remember reading about transmission failures on Sprinters, drivers simply leave it in Park, and then push in 2 pallets with a forklift. Otherwise the W5A580 is a very solid unit with very few failures in...

That's why in the future I'm sticking with 100% duty cycle compressors. With the Puma, not only does it air up faster per tire, but also keeps running between tires (1.5 gal tank), so time is not "wasted". Companies also fudge duty cycle ratings. A compressor with no cooling fins or fake fins...

First of all, AWESOME rig! I love your choice of V10, and keeping CG low with a basement. I agree with bajajoaquin - your truck is much closer to the front GAWR than the rear, I wouldn't recommend further relying on the front to cantilever the rear. You also have to consider the polar moment of...

It's not bad for an emergency use compressor. For extended use, I'd recommend removing the "cooling fins" - the 4 screws hold it on. If you look close, you'll see the fins are nothing but a cosmetic plastic shield. The actual compressor cylinder and head are bare metal underneath, with no real...