[turbowizard]

New here and 1st post. I am considering the purchase of a new LP5 Silverado. Given the content of this thread I feel my post here is relevant. Now all that has been discussed here I basically understand but the reality and complexity of it is way beyond me. So as input I have nothing. However what I want to know is "How secure is the vehicle from theft and tampering?"

If the ECU is locked down and can't be altered or over-ridden then can the truck be stolen, (short of been lifted by air or flat-bedded away. Also in the event that it is removed without my permission, what can the thieves do to make that now stolen vehicle operational? I am assuming from what I have read or interpreted that the VIN is the key to all of the electronics. So if a would be thief has the VIN wouldn't his or hers job be easy?

I do not know what happens on L5P trucks if On-Star is disabled, or the antenna removed, but On-Star can disable a stolen vehicle in less than 5 minutes. I do know that odometer fraud on these trucks is impossible because you can't program or swap IC's without an authorized dealer. Going forward vehicle theft will be a thing of the past similar to cell phone theft. After 2020 model year, once the VIN# of a vehicle is marked stolen, it will essentially be useless.

The #3 and #4 top stolen vehicles in the US?.....Chevy and Ford trucks.

 

[dubbleu]

Coming soon!

Duramax Tuner Spade | L5P Tuner

 

[M.A.M.]

Interesting!


Sent from my iPhone using Tapatalk

 

[turbowizard]

Coming soon!

Duramax Tuner Spade | L5P Tuner

If it's on the internet, it must be true!! doh:

HackMaster L5P Tuning

 

[M.A.M.]

Did you just create that website? :stickpoke


Sent from my iPhone using Tapatalk

 

[NJBreeze]

I totally understand where you are going with this. That's not what I'm asking. I may not be a computer nerd(no offense), but you're not dealing with a monkey either. These trucks do not have the capability of steering themselves. I'm asking if you know, for fact, that these trucks, that we have right now, have this sort of lockdown? Your first post suggested that someone told you this. Don't take this post as a slam to you in any way. Or me trying to be smart. I know that there are individuals that have made significant progress on these trucks. They are not hackjob backyard tuners. I truthfully don't think GM is dumb enough to do this. Money drives what they do, and they're gonna lose tons of it if it becomes common knowledge that these in fact are un-tunable. People will buy other brands. I don't believe they are naive enough to not know that. Now a Bolt? I can see how they would lock down a Bolt. It has the capability to be autonomous. If they were going to being implementing this technology, it doesn't seem like the format to start with. They still have mechanical inputs. If someone could hack the throttle, you could still brake, throw it in park, set the parking brake, etc. In a Bolt, none of that. Get what I'm saying?

This is clueless or should I use your word Naive.

In the end, the tuner market doesn't add up to a hill of beans since it requires people to void their warranty, knowingly commit a civil offense of removing Federal emission controls and taking a hit on any potential trade. In return the tuner companies don't offer any warranty for power, fuel mileage or anything else. Furthermore they probably didn't do any long term testing say several 100,000 miles to come up with rainy day scenarios on their product. That is a stupid deal that most are un-willing to enter into. If luck turns against you your out thousands of dollars.

BTW the lack of the ability for a truck to be tuned in no way hurts the intended operation of the vehicle in the first place . Actually the ability to tune does sacrifice the probability that the truck will achieve it's long term reliability design goals. So how does this hurt the marketability of this product in any meaningful way?

I would say if you had any business sense at all then you would realize that GM has made a great decision here as they are planning for the future and if they actually do it right may get ahead of the competition. This OTA functionality is long over due and the possibilities that it will bring will be very marketable if not required as Turbo points out in the autonomous vehicle market. If GM took a survey and asked people would you rather have the ability to have service patches downloaded to their vehicle or the ability to tune it which voids warranty which are they going to choose??

 

[turbowizard]

Did you just create that website? :stickpoke

Sent from my iPhone using Tapatalk

Yes.....in the time it took to drink a cup of coffee.

I think this might be a new side business because I can certainly make claims of "Coming Soon" as well as anyone else + I really like how "HackMaster" rolls off the tounge. >

 

[Maxxer442]

It's not the tuner market. It's the original sale. In case you haven't noticed, they are behind Ford/FCA on HD sales, particularly diesels for the last few years. I'm telling you, people will buy other brands for this reason alone. What happens after 50k miles? That's the extent of the emissions warranty on a Duramax. OTA updates are great for vehicles under warranty. But after that, if you have to pay for updates, or a new particulate filter, etc out of your own pocket, vs. tuning it out, I know what I'd do. Go ahead and make a survey like you stated. Of course the normal car and crossover buyer doesn't give a turkey about tuning or even think about emissions. But see what the truck buyer says. The diesel truck buyer. Especially the repeat buyers that have had one before, and know how frustrating it is to get the MIL in the middle of a vacation pulling a camper or what have you. They can't fix that with OTA. I'm not sure why you choose to slam my business sense, but I do know they have been losing market share since the LBZ, and they are too smart to alienate even a 1/4 of buyers. You think GM didn't have a hand in getting the LML tuned? Think again.

This is clueless or should I use your word Naive.

In the end, the tuner market doesn't add up to a hill of beans since it requires people to void their warranty, knowingly commit a civil offense of removing Federal emission controls and taking a hit on any potential trade. In return the tuner companies don't offer any warranty for power, fuel mileage or anything else. Furthermore they probably didn't do any long term testing say several 100,000 miles to come up with rainy day scenarios on their product. That is a stupid deal that most are un-willing to enter into. If luck turns against you your out thousands of dollars.

BTW the lack of the ability for a truck to be tuned in no way hurts the intended operation of the vehicle in the first place . Actually the ability to tune does sacrifice the probability that the truck will achieve it's long term reliability design goals. So how does this hurt the marketability of this product in any meaningful way?

I would say if you had any business sense at all then you would realize that GM has made a great decision here as they are planning for the future and if they actually do it right may get ahead of the competition. This OTA functionality is long over due and the possibilities that it will bring will be very marketable if not required as Turbo points out in the autonomous vehicle market. If GM took a survey and asked people would you rather have the ability to have service patches downloaded to their vehicle or the ability to tune it which voids warranty which are they going to choose??

 

[turbowizard]

It's not the tuner market. It's the original sale. In case you haven't noticed, they are behind Ford/FCA on HD sales, particularly diesels for the last few years. I'm telling you, people will buy other brands for this reason alone. What happens after 50k miles? That's the extent of the emissions warranty on a Duramax. OTA updates are great for vehicles under warranty. But after that, if you have to pay for updates, or a new particulate filter, etc out of your own pocket, vs. tuning it out, I know what I'd do. Go ahead and make a survey like you stated. Of course the normal car and crossover buyer doesn't give a turkey about tuning or even think about emissions. But see what the truck buyer says. The diesel truck buyer. Especially the repeat buyers that have had one before, and know how frustrating it is to get the MIL in the middle of a vacation pulling a camper or what have you. They can't fix that with OTA. I'm not sure why you choose to slam my business sense, but I do know they have been losing market share since the LBZ, and they are too smart to alienate even a 1/4 of buyers. You think GM didn't have a hand in getting the LML tuned? Think again.

Gm is not losing any market share and was #1 in overall truck sales last year. If you have a source of diesel light truck market share please post it, because that is tightly held information by the OEM's. GM is firing on all cylinders right now. Stock price is the ultimate indicator of company health and GM stock price is $45/share, Ford stock is $12/share, FCA stock price is $17/share.

The point is ALL of the diesel truck oem's will be implementing similar security measures in the next few years. GM was the first because their On-Star/4G-LTE capabilities were years ahead of Ford and FCA. I drove a Ram for 4 years...U-Connect prior to 2018 models sucks in comparison. Ford signed a HUGE cloud agreement with Microsoft/Azure last year to provide On-Star competetive telematics with the new Sync systems. FCA has massively updated UConnect for the 2018 model year and will be rolling out features similar to On-Star when the new design Ram trucks debut in the next few model years.

As I said earlier, GM is leading the other OEM's in security features, and once they get these systems fully sorted and locked down, they will be able to release features that other less secured vehicles will not have. That is what will drive increased market share for GM....not ECM backdoor's left unsecured for anyone to exploit. Towing trucks with 30,000lbs GCWR ratings have different liability dynamics than cars. different than cars.

OTA features go a LONG way beyond just normal service. They can dynamically adapt a truck for high or low altitude or high or low temperature for example. The Class-7 trucks are also getting locked down for similar reasons.

http://www.fleetequipmentmag.com/2017-heavy-duty-truck-diesel-engines/

This year, over-the-air (OTA) engine updates via a cellular network will make their debut as an option. This means that the OEMs will be able to push engine parameter updates to your engines in much the same way that apps are updated on your smartphone.

“With over-the-air programming you get the benefit of secure, two-way engine communication, allowing you to wirelessly update your engines without a service visit,” Navistar’s Nachtman said. “That means you can remotely and effortlessly make sure that your trucks are running the most up-to-date, approved engine calibrations for optimizing fuel economy and enhancing engine reliability.”

For International’s part, the new N9, N10 and N13 engines currently offer OTA updates via Wi-Fi network through the use of the OnCommand Link device, which enables trucks to connect to a secure Wi-Fi signal. “All that’s required is that you plug in the OnCommand Link device to a nine-pin Deutsch service port, and connect to a secure Wi-Fi signal,” Nachtman explained. “While the engine is updating, make sure the truck is parked on a safe, level surface, and that the internet connection is adequate.”

Navistar has said that it will move to OTA cellular network updates in the near term.

For a look at how an OTA cellular update works, Greg Treinen, Daimler Trucks North America’s sales and marketing manager of connectivity, gave us a peek behind the curtain of what’s coming over the air for Detroit engines.

“Here is how Detroit Connect Remote Updates works: When Detroit engineers create a firmware update script for distribution, they work with the DTNA campaign manager, who determines which fleets and vehicles need to receive the update,” he explained. “The campaign manager sends notification to the identified fleets via the Detroit Connect portal.

“From there, the fleet representative can view the firmware update details and approve the update. Once the update is approved by the fleet, the encrypted, truck-specific firmware packages are then transmitted directly to the vehicles via the Detroit Connect cloud,” he continued. “At that point, the new firmware is downloaded and decrypted by the vehicle, where it is stored pending the initiation of final installation by the truck driver.

“When the truck is parked in a safe location with engine off, transmission in neutral and park brake on, the driver will receive notification in the instrument cluster display that the firmware update is ready for initiation. Once the driver initiates the installation, the process takes roughly 30 minutes to complete. The driver will receive notification about the successful completion on the instrument cluster display and then he or she can drive off with the updated truck,” he concluded.

Furthermore, fleet managers can remotely set engine parameter for maximum road and cruise speed limits, as well as idle shutdown based on time or ambient air temperature.

Cummins will offer OTA updates on its X15 Series engines as well. Additionally, using Cummins Connected Solutions, fleet managers can uprate engines’ horsepower and torque ratings to more effectively meet changing operating conditions.

“If the truck will be used in the Midwest for the first half of the year, then operating through the Rockies in the second half, the fleet manager can uprate from a 450 HP, 1,650 lb./ft. to a 500 HP, 1,850 lb./ft. rating, for instance,” Cummins’ Garrett said. “Additionally, similar to parameter settings today, a wide range of selectable options will be available to meet performance and efficiency needs over the air, like road speed governor, idle shut downs and cruise droop values.”

OTA updates will continue to roll out throughout the year and find their way into new offerings. For PACCAR’s part, Kenworth’s Dean said, “PACCAR has significant experience with over-the-air programming on non-mission critical systems and continues to evaluate the necessary hardware and software controls to make updates to mission critical systems a success. We recognize the benefit that can be achieved from parameter as well as full software updates, so this is a topic of high importance within the product development teams.”

Currently, PACCAR offers a suite of customization through its point of sale and in-field programming tools, ranging from features and settings on predictive cruise, neutral coast, vehicle speed limits, idle speeds, idle times, and vehicle acceleration rates aimed to help drivers make the most of the broad PACCAR engine power band. PTO set speeds, PTO ramp rates, hour logging, and several other features specific to stationary applications are available to tailor PACCAR engines to the job. Shift calibrations may also be tailored towards economy or performance depending on the application or specific customer preference.

Volvo Trucks’ Moore also said that OTA reprogramming is the next step in Volvo’s connected vehicle offering, but it’s not available at this time. Currently, fleet-specified engine parameters are set at the time a Volvo engine is ordered.

“Parameters are changed in most cases at point of resale, and those typically include: setting cruise speed vs. pedal speed, idle shutdown strategy, PTO set and resume speeds, coolant warmhold temperature, PTO load threshold for idle shutdown, gear down vehicle speed to encourage driving in top gear, fuel efficient eco-cruise vs. standard cruise,” Moore explained.
Streamlining service diagnostics

Today’s latest engines also integrate the latest in diagnostic technology to alert fleets to issues as they happen and provide actionable guidance—and remote diagnostics offerings keep expanding. Take Kenworth for example. New Kenworth Class 8 trucks are equipped with Kenworth TruckTech+ Remote Diagnostics, which enables fleets to view real-time vehicle health in the PACCAR Solutions portal. This year, Kenworth will expand TruckTech+ and the PACCAR Solutions portal to include a service management system powered by Decisiv, which will allow fleets to monitor the service status for their individual trucks in real-time. Kenworth TruckTech+ Service Management will also provide detailed chassis information, parts catalogs, service bulletins, parts and service promotions, as well as warranty and repair history to service technicians at Kenworth dealerships, helping them resolve issues more quickly and efficiently.

For Cummins’ part, the engine manufacturer offers Connected Diagnostics, which reads ECM data to prioritize fault codes and offer probable root cause of the fault plus clear Cummins recommendations on next steps to empower fleet managers and drivers to maximize time on the road.

“The alerts will let fleets know if the truck should schedule a check-up at the next convenience, soon, or stop now,” Cummins’ Garrett said. “Since its introduction, we have nearly 45,000 engines utilizing Connected Diagnostics with continued growth expected, spurred on by the introduction of a new Cummins customer web portal and an updated version of our mobile app.”

For Peterbilt trucks powered by either a PACCAR MX or Cummins engine, the OEM equips its SmartLinq as a standard offering. SmartLinq offers two communication paths for fleet managers—email alerts and the web-based PACCAR Solutions portal. Through these channels, the SmartLinq system provides the details of a fault code, as well as troubleshooting messages. Simultaneously, the dash display recognizes the code and informs the driver.

“A Peterbilt dealer service technician can access the same information available to a fleet for a customizable step-by-step diagnosis,” Peterbilt’s Gansle said. “The technician’s efforts are entered into the reasoning engine software, a machine-learning analog, to improve the SmartLinq diagnostic ability to pinpoint the exact cause of a fault, which improves future troubleshooting information.”

Detroit engines offer the Detroit Connect Virtual Technician remote diagnostic service. “With Virtual Technician, the notifications help fleets make the decision whether or not to take a truck to a service location right away,” DTNA’s Treinen said. “Additionally, approximately 20% of fault events transmitted by Virtual Technician have been identified as driver actionable. This means that the solution to resolving the fault can be put in the hands of the driver. In these cases, Virtual Technician sends the fleet instructions for the driver to use in resolving the issue. This can result in less time spent in the shop, and more time on the road making money.

“If the situation is critical, Virtual Technician, with the backing of the Detroit Customer Support Center (CSC), can provide additional actionable information to the fleet” Treinen continued. “Virtual
Technician transmits engine data from 60 seconds before and 15 seconds following the fault event to the Detroit CSC, where experts analyze the data and determine the problem. Detroit CSC experts will then send a follow-up notification to the fleet outlining the cause of the fault event, the recommended parts to fix the problem, and the nearest service locations with parts in stock.”

Mack trucks harness the power of its 24/7 OneCall uptime center. All Mack models come standard with Mack GuardDog Connect, a fully integrated telematics solution. GuardDog Connect proactively monitors fault codes that could potentially shut down a truck or lead to an unplanned visit to the dealer. GuardDog Connect, through Mack OneCall agents, Mack’s 24/7 service support team, enables the quick diagnosis of issues, proactive repair scheduling and parts confirmation, all while the truck remains on the job.

“Depending on the severity of the issue,” Mack Trucks’ Barraclough began, “the OneCall agents will further evaluate the issue, determine the required resolution and take the appropriate steps to remedy the problem. All of this takes place while the truck is still on the road, possibly even before a warning light comes on in the dash.”

In developing its OnCommand Connection, Navistar took an open-platform approach, partnering with 19 different telematics providers, rather than using a proprietary telematics platform. In doing so, OnCommand Connection provides diagnostic alerts on all systems on a customer’s vehicle, regardless of make, model, or engine.

“OnCommand Connection gives customers access to Fault Code Action Plans [FCAPs],” said Navistar’s Nachtman. “Navistar’s Reliability and Quality and Service Engineering teams partnered with our major supplier partners to provide customers with simple descriptions of the Diagnostic Trouble Code, a severity level, questions to ask the driver for clarification, and in many cases, route them to diagnostic and repair instructions for that fault. We’ve written approximately 18,000 FCAPs to date, and work continues as we re-rank these faults as applicable to engine and truck platform.”
Volvo 2017 engines

Every Volvo-powered Volvo truck comes standard with telematics hardware that enables Volvo’s Remote Diagnostics, providing enhanced proactive diagnostics, detailed analysis of critical fault codes for repair planning, immediate communication if actions are required, and streamlined service procedures.

“We’ve found that the service reduces average diagnostic times by 70% and average repair times by 22%,” Moore said. “We focus on the top 50 powertrain service issues and categorize each event according to severity.

“The human factor is the biggest difference,” Moore continued. “During a diagnostic trouble code event the driver and the company’s designated decision maker are contacted by a Volvo Action Service agent at Volvo’s 24/7 Uptime Center in Greensboro, N.C. The Volvo Action Service agent explains the severity of the code and a corresponding course of action, so you know whether to seek immediate service or continue with your delivery.”

 

[wq93]

It's not the tuner market. It's the original sale. In case you haven't noticed, they are behind Ford/FCA on HD sales, particularly diesels for the last few years. I'm telling you, people will buy other brands for this reason alone. What happens after 50k miles? That's the extent of the emissions warranty on a Duramax.

The major components of the emissions system are covered under the powertrain warranty, copied from Chevrolet's website under warranty for diesel equipped vehicles:

Diesel Engine/Components

Cylinder block and heads and all internal parts, intake and exhaust manifolds, timing gears, timing gear chain or belt and cover, flywheel, harmonic balancer, valve covers, oil pan, oil pump, water pump, fuel pump, engine mounts, seals, and gaskets. Parts of the Emissions Reduction System such as the emissions reduction fluid tank, injectors, sensors including NOx and exhaust, and the Exhaust Particulate Filter. Glow Plug Control System: Control/glow plug assembly, glow plugs, cold advance relay, and engine control module. The fuel injection control module, integral oil cooler, transmission adapter plate, common fuel rails, fuel filter assembly, fuel temperature sensor, and function block.

 

[48548]

This is clueless or should I use your word Naive.

In the end, the tuner market doesn't add up to a hill of beans since it requires people to void their warranty, knowingly commit a civil offense of removing Federal emission controls and taking a hit on any potential trade. In return the tuner companies don't offer any warranty for power, fuel mileage or anything else. Furthermore they probably didn't do any long term testing say several 100,000 miles to come up with rainy day scenarios on their product. That is a stupid deal that most are un-willing to enter into. If luck turns against you your out thousands of dollars.

BTW the lack of the ability for a truck to be tuned in no way hurts the intended operation of the vehicle in the first place . Actually the ability to tune does sacrifice the probability that the truck will achieve it's long term reliability design goals. So how does this hurt the marketability of this product in any meaningful way?

I would say if you had any business sense at all then you would realize that GM has made a great decision here as they are planning for the future and if they actually do it right may get ahead of the competition. This OTA functionality is long over due and the possibilities that it will bring will be very marketable if not required as Turbo points out in the autonomous vehicle market. If GM took a survey and asked people would you rather have the ability to have service patches downloaded to their vehicle or the ability to tune it which voids warranty which are they going to choose??

I agree with you 100 percent.. also we have emissions where I live... pisses me off with people roaling coal and smoking me out when my window is down... can't be good for my lungs... I bet they would fail emissions.

 

[Maxxer442]

Well guys, I can see this is turning into a pissing match, so after this I'll shut up. The sales numbers for full size trucks were down for GM in 2016,and it shows that in the same article you cited. Its shows GM down 3% for the year over year, with chevy and gmc combined about 24k units behind ford. The numbers in your chart included the colorado. I have the numbers for HD trucks, but I was told I can't use them, but they aren't good. You guys need to know, I'm not a coal roller. That's not what this is about. As far as the warranty goes, it's not clear. The chevy page says just what was cited on this page, however, read further down the page and it clearly says 5yr/50k. I've seen it firsthand, and they usually don't cover it. I'm not on here to make anyone think highly of me, or to make someone feel worse about themselves. I try not to type anything I wouldn't say in person. If you think I'm a naive idiot, fine. I will admit to not being a computer expert, but maybe not a total novice. Have fun making fun of me, I'm out

 

[dubbleu]

I believe your right Maxxer442 GM did have a hand in the LML tuning no one cracked anything and when enough of these L5P's come off warranty and independent shops start doing repairs we will get our tunes. Thanks for your insightful comments and contributing to the thread, were not all d-bags around here.
Cheers!

 

[wq93]

5/50K is the required Federal emissions warranty and no manufacturer can go below that minimum so that has to be stated so that EVERYTHING within the emissions system is covered for that time. Note that this is a different requirement with different coverage periods than those vehicles equipped with spark ignition engines. GM is covering most of the emissions system for a longer period of time under the Duramax engine warranty including the really expensive stuff like the DPF but I am sure they can and will refuse coverage on some minor parts so you might find a hose connecting the DEF tank to the DEF injector might be excluded after 50K.

You will see similar wording applying to GM car warranties where the federal 2 year/24K performance warranty and 8 year/80K major component emissions warranty coverage applies. A 3 year old GM car with 30K miles that fails an emissions test due to defect would still be covered under the GM 3/36K bumper to bumper warranty which provides better coverage, in this case, than the required federal minimum.

 

[turbowizard]

I believe your right Maxxer442 GM did have a hand in the LML tuning no one cracked anything and when enough of these L5P's come off warranty and independent shops start doing repairs we will get our tunes. Thanks for your insightful comments and contributing to the thread, were not all d-bags around here.
Cheers!

Guys no intent to create a pissing contest here.....let's keep this dialog running.....but wishful thinking creates nothing but FUD. My job professionally it to eliminate technology FUD and replace it with fact. Doing the same here in a recreational pursuit doesn't make me or anyone else who takes red pills a douchebag.

I worked at GM for three years, still know many high-level people there, and I can tell you with absolute certainty that any notion GM corporate had a hand in cracking their own ECM's for illegal purposes is rumor and nonsense....warranty or not. Automakers spend $billions in R&D. If anyone at GM was ever caught helping the aftermarket defeat security measures to disable emissions equipment or provide access to controller software, they would be terminated immediately, and possibly prosecuted for intellectual property theft. Cracking controller modules not only allows access to the aftermarket, but to competitors as well.

Assuming that some "tricky" dude in the aftermarket is going to beat GM again because he beat GM in the past is wishful thinking. This new system is vastly different, and I have explained and posted pages of information outlining how it works, the math behind it, and the various technical, business, security, and legal reasons for GM doing this.

Again fellas, I can appreciate that a lot of this is hard to digest, but, SHA-256 protected ECM software coupled with a corporate multi-factor security framework to manage it, is the end.....especially once OTA features begin to roll out. GM got serious. It's as simple as that.

 

[dubbleu]

Well, the word around the Sema show was that we should see some very good options come to market around Christmas time. So I guess time will tell. I just put mine away for the winter and will be running the snot out of my tuned LBZ so I'm not in a big hurry myself.

 

[mizterwizard]

Truth is, nobody knows. Only time will tell.

Lots of people are promising things but until they actually deliver a product and someone gets it to work acceptably on their truck it is all just hype.

The future is filled with doubt, uncertainty and hope. I hope for good things.

 

[NJBreeze]

Folks should probably just realize that there are people hear that see the world through a different lens and are pretty smart as well. I know I drop down some tough love but i do so trying to bring up the level of knowledge and understanding and dispatch with the rumors and bull.

This ECM hacking thing is going to go the way of the dinosaur. It is inevitable. You can adapt\adopt or be pissed off. With these in-line tuners with DPF still in place that sounds like a train wreck . So do you do a regen every 100 miles after making that soot from romping on it??

Food for thought

If your so in love with tuned diesels then go buy a junk yard one. Fix it up and put a L5P crate motor in it. Then I suspect you will be happy. The old LBZ sounds like a good plan as well.

If you want to go fast I honestly suggest going to a gasser . If you understand the laws of thermodynamics then diesel is a slow burning fuel. What this means is that there are very specific laws which govern how a fuel burns based on pressure and temperature and the energy that it produced in that process. Therefore diesel as a slow burning fuel is meant to be put in a slower rotating engine which of course means it will eventually struggle to reach a good HP. Rudolf Diesel came up with the diesel back in the late 1800's before there was barely engines at all via understanding the Laws of Thermodynamics.

Then it is up to engineers to try to build an engine that will do it's best to mimic those laws, e.g. converting chemical energy to mechanical energy. Of course due to friction that can't be perfectly achieved. It just so happens though that the diesel can produce a lot of torque at a pretty good efficiency making it wonderfully suitable for a variety of applications. Going fast isn't one of them!! So you can screw around with diesels all you want but your not going to get too far as it concerns HP and speed, just not going to happen efficiently or smartly , ($$$$$) . Gale Banks could tell you that and well he just so happens to want to see how far he can push it as I guess that is his gig but there are better ways to spend money if you want to go fast. Give me that Z06 motor in a 2500HD, work that and I'll put it up against anything Gale Banks has any day. He might even make the HP but getting to peak HP still isn't easy with a slow burning fuel and that is where he looses the drag race. That Z06 will wind up in a second. Pulling heavy sleds well you take the instant torque of a diesel and a gasser would suck at that trying to get to it's very late peak torque number.

A good way to look at it is by thinking of a Top Fuel Dragster. Those folks knew they couldn't get to where they wanted to go 6,5, 4, 3 second 1/4 mile using say 120 Octane gas as we know it. Slow burning diesel was going in the opposite direction, therefore they went to a new fuel that could give them much more energy. It is just that simple and trying to beat the laws of physics only gets more and more expensive for less and less return.

 

[clarkely]

Gm is not losing any market share and was #1 in overall truck sales last year. If you have a source of diesel light truck market share please post it, because that is tightly held information by the OEM's. GM is firing on all cylinders right now. Stock price is the ultimate indicator of company health and GM stock price is $45/share, Ford stock is $12/share, FCA stock price is $17/share.

Can you explain to me how simply stating the stock price means jack shit?

Have you considered how many shares are outstanding
....relative to the price?

If a company has less stock available and his similar or equal sales and profit numbers ..... The stock would be worth more per share.......

Figured I would state the obvious ..... As the share price doesn't mean jack ....

That really isn't relative to the topic anyhow .....

Sent from my SM-G955U using Tapatalk

 

[dubbleu]

Wagler, Farm Trucks new toy is a 3500 Hp Duramax. Hell Yes, its a diesel.

https://www.facebook.com/WaglerCompetitionProducts/videos/1688603387851791/