Chevy Diesel News & 8-speed Trans. PLUS Ford/Chevy 10 speed Trans.

[BIG DOOLEY]

Automotive News
Read it for yourself.
http://www.autonews.com/apps/pbcs.d...17/OEM03/312179979/diesels-8-speed-stay-tuned
GM saying to look for changes in the early life cycle of the trucks.
Transmissions and Engines
Even a Ford/GM venture in a 10 speed transmission
http://www.autonews.com/apps/pbcs.d...9992/bow-tie-brand-pivots-from-cars-to-trucks

 

[Ryan03]

The second link got my interest peaked about what GM is cooking up. Thanks for posting.

 

[Diamondpilot]

The 10 speed will be a game changer for both Ford and GM.

I still don't see the diesel as a viable option. Today here gas is 2.98 while diesel is about 4.25. $1.25 difference and $6000 upfront will make it a tough sell.

Chris

 

[Peacock]

The 10 speed will be a game changer for both Ford and GM.

I still don't see the diesel as a viable option. Today here gas is 2.98 while diesel is about 4.25. $1.25 difference and $6000 upfront will make it a tough sell.

Chris

Especially the way that modern Diesel engines have been robbed of all their efficiency.

 

[WilliamBos]

The 10 speed will be a game changer for both Ford and GM.

I still don't see the diesel as a viable option. Today here gas is 2.98 while diesel is about 4.25. $1.25 difference and $6000 upfront will make it a tough sell.

Chris

We are paying $5.20 + for both. What scares me is all the extra emissions stuff on these diesels. I kerp a truck 10 years plus, not sure how wrll a diesel would hold out over that long a run.

The new gen gm gassernis good enough for me.

But that 4.5 is tempting...

 

[crashz]

The 10 speed will be a game changer for both Ford and GM.

I still don't see the diesel as a viable option. Today here gas is 2.98 while diesel is about 4.25. $1.25 difference and $6000 upfront will make it a tough sell.

Chris

Absolutely. And with direct injected gas engines becoming popular, there is less and less advantage to the diesel. The other thing is that the current diesel offerings have really led the development of the new generations of 3/4 and 1 ton trucks to handle the power. A diesel in the 1/2 ton trucks, as a premium engine, will require strengthening of the entire chassis and driveline. The line between 1/2 ton and 3/4 will be muddied out of necessity.

 

[mikehaugen]

Let the "I hate America, GM, Grandma and Apple Pie" gibberish crowd commence.

I don't know if you guys read any comments from that site, but here is one. Sound familiar? Hopefully this thread doesn't turn into what most of the other ones do.

I find it odd that they had so much to say about a lot of upcoming cars, but had almost nothing about the new trucks... even though that was supposed to be the point of the article. I

I always thought a small diesel in a half ton would be a good idea, not talking 500hp and 1000 ft/lbs, but one that would be comparable to the gas engines... just for efficiency's sake, but now (as stated by others) since a lot of the advantages are off the table, it doesn't seem like such a good idea.

 

[TheGoose]

What does the 10 speed give you that the 6 and 8 speeds don't (besdies an extra 4 or 2 gears)?

And I mean for everyday, normal driving, not towing something heavy up hills and mountains? My 6 speed already shifts way too much for my liking on flat ground.

 

[Reyer Farms]

I think the diesel 1/2 ton is coming. I wish sulphur in diesel fuel was coming back. I also believe the truck that shows up with it first may be a big surprise. I wonder about the longevity of the 8 and 10 speed transmission just like I wonder about my beloved ecoboost. Hmmmm...

 

[Lt CHEG]

Personally I think some sort of electronically controlled split range rear end would be better than an 8 or 10 speed transmission. For the way that most of these vehicles are utilized, even those that tow a lot, there is a point of diminishing returns with the number of gears in a transmission. The gas and diesel engines in pickups are designed to make power over a very wide range of RPM, whereas in the over the road trucks the diesels are often really suited to only a limited RPM range therefore they need more gears to keep them in the smaller sweet spot. For mileage gains I think you'd be able to realize more benefit and a larger difference in final drive ratio by adding a split range rear end.

 

[Haoleguy]

I'm guessing that auto/truck manufacturers will jump to continuously variable transmissions before we get too crazy with distinct transmission speeds. Fendt's vario CVT seems to be well accepted in the tractor world.

 

[WilliamBos]

I'm guessing that auto/truck manufacturers will jump to continuously variable transmissions before we get too crazy with distinct transmission speeds. Fendt's vario CVT seems to be well accepted in the tractor world.

The Vario set a bench mark that others are still trying to follow. While JD still insists on using three clutch packs in theirs, Vario uses none, and is less failure prone because of it. Also having the CVT fluid separate from the hydraulics is another genius idea.

 

[TheGoose]

+1

Totally agree.

Personally I think some sort of electronically controlled split range rear end would be better than an 8 or 10 speed transmission. For the way that most of these vehicles are utilized, even those that tow a lot, there is a point of diminishing returns with the number of gears in a transmission. The gas and diesel engines in pickups are designed to make power over a very wide range of RPM, whereas in the over the road trucks the diesels are often really suited to only a limited RPM range therefore they need more gears to keep them in the smaller sweet spot. For mileage gains I think you'd be able to realize more benefit and a larger difference in final drive ratio by adding a split range rear end.

 

[WilliamBos]

That would be a disaster. So many seat covers cannot drive a truck with a 2 speed rear axle, putting one in a light duty truck would be a disaster.

 

[TheGoose]

It would need to be "automatic"

 

[mikehaugen]

It would need to be "automatic"

not sure that it would need to be automatic, but probably better if not a constantly shifted gearbox. Say a 5 or 6 speed tranny with a 2 speed rearend with like a 1:1 and a 1.3:1 that you would only switch when pulling a heavy load or in mountains. That would simplify things a little, instead of a complicated auto shifting setup.

 

[Diamondpilot]

I have also said for years there needs to be a computer controlled automatic split rear end.

Chris

 

[CharlieS]

Personally i think they are trying to reinvent the wheel. Years ago heavy trucks had 16 or 20 speed transmissions simply because of the limited rpm range those engines operated effeciently in. Cummins in particular had a 300 rpm range that give maximum torque. With the advent of wider torque curves in those big diesels less gears were necessary resulting in the 13 speed and 10 speed boxes and eventually graduating down to 6 speeds in some cases. SO i see little reason for a 10 speed in a pickup today with the broad torque curves and power band of todays engines compared to 25 or 30 years ago. On the rare occasion closer gears are needed simply go with a 2 speed axle. That can be done even with an automatic transmission. We proved that 30 years ago with a one ton gm and an automatic. The biggest challange was finding a convient location for the splitter button.

 

[RobertN]

I have noticed a number of Cummins 4BT conversions on Youtube. Someone even put one in a '68 or so Camaro. If these guys can do this and have good driveability, then a large 4, or a smaller 6 would work fine in a 1500 series pickup.

Cummins 4bt powered Ford Ranger Part II - YouTube

69 Cummins Camaro 4bt drag - YouTube

Cummins 4bt f150 - YouTube

1994 Chevy Cummins 4bt diesel conversion 4x4 on the move - YouTube

 

[BIG DOOLEY]

What does the 10 speed give you that the 6 and 8 speeds don't (besdies an extra 4 or 2 gears)?

And I mean for everyday, normal driving, not towing something heavy up hills and mountains? My 6 speed already shifts way too much for my liking on flat ground.

It allows the engine RPM's to stay in the peak power/effiency range.

Allowing the engine to run in the best part of the torque curve will get heavy loads moving easier and keep you rolling up hills while still trying to be efficient.
Same applies to everyday driving.