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I think a OBS and FWC combo pops up here in the for sales forum, for about 20.

Assuming it's not overloaded, set the cruise, and lock out 5th and 6th as needed. Let it roar up grades, it means nothing. It was never intended to be a 6.7l.

I'd 3 point a pickups flatbed. The I could bolt the box down any which way.

Did you step on the floor pedal thing? Your customers might be retarded, because even my detuned 11 000# work truck, will tow a 8 000# trailer at 80 mph without breaking a sweat. Let me guess, they're scared of the rpm gauge, and the tow/haul button? Sounds like operator error. You got to...

Yeah, I heard that Honda minivans rule in deep mud. With that awesome transaxle. This is crap: That things ATF will smell like your cod piece after a few minutes of flinging mud. Don't underestimate the frozen mud under grass. Zero coefficient of friction, is what it is. All the truck...

All you need is the 6.2l with 4.30 gears. If you never tow, the 7.3 is overkill. Buuuuuuut, maybe I'd still get the 7.3 if you're in Vermont or colorado. If you're going to use 37" tires or larger, the 7.3 might be acceptable with a gear ratio one step down. 6.2 needs 4.88 or 5.13 IMO...

Wake me up when the Honda Ridgeline can haul my yard waste to the local dump without blowing up and/or getting stuck. And return with 1000#+ of cut up logs for firewood. Through a foot of mud and a mild stream. Oh look, a blizzard. Some people live expo every weekend, where 4wd and lockers...

What load? I doubt that it'll maintain 250 kilowatts for any length of time.

It would melt down quickly. HD engines need to withstand full throttle for minutes up hill. Less power per liter, not more. BMEP, and EGT's are your limiters. Then leave room for AFR errors.

They were great, until the suspension pushes through the rotten unibody, and you have to rebox everything. Our Xj's went places landrovers could only dream about.

If XJ's had full frames they'd be as ''expo cool'' as Defenders and such. Since they don't, they're the disposable vehicle of choice for tough truck competitions, wheeling, and demolish-in derbies.

The first two trucks are all nothing, but dust by now. And the 3rd one has nice Bushwacker cut out fender flares to fix the problem. I've never seen those on new gm's yet, if they even exist.

I think it's intake valves. Exhaust are easy to clean: Braaaaaaaaaaaaaap. On a dyno or up a long hill. This engine and the big gm engine, look like cake to clean up. I don't like di, but I could live with it, as long as the intake manifold is so easy to remove. The extra hp pump and...

Nobody making decisions at gm, is driving a gm hd truck. Both the Dodge and the Fords ride better, even with the plow springs and solid axles. Our gm's literally float and bounce like a sail boat in a storm. Every freeway expansion joint makes the truck do an almost perfect ''rocking...

#1, because it's mature technology that has been very reliable. I don't need tons of power or fuel economy to go camping in the woods. But It's impossible to get a tow truck to my camp site. When the other options prove to be reliable, it'll be a wash.

I had a gm truck where the walleye vision part of the mirror, only showed the side of the truck, and could go no wider. So I'm not hopeful.

That's the future. When batteries are gone at least. IIRC, all of the ERS systems Ford/gm/Toyota looked into, would cost as much as the diesel upgrade and weigh as much. We'll see it in cars first. Rear wheel drive. No xfer case, no front drive shaft. Just a front diff and a front...

No worries. They don't understand #'s that big. They don't even know that their front driveshaft spins in 2wd. Haha.

I wonder if the tpi injector, can clean the valves for a di injection setup. My bike has proper shower injectors for track use, and tpi for street use. So it's not a crazy idea.

Wonder when it'll have dual injectors?