High Mileage Rigs And Legendary Powerplants

[MidOH]

Only because they only need 12-15 liters of displacement, and the room for the engine is very narrow, and very tall. Once past 20 liters, everything's a v again, until you get to engines 5 stories tall for container ships and tankers. It is nice though, to stand on a semi's frame to run all of the valve adjustments.

Configuration is just a coincidence, when it comes to reliability. A v20 would get my nod for most reliable configuration.

I'd love to see a single turbo, 7 liter, V6, replace the diesels in one ton trucks. But it would have to be perfect to make it past the dogma of v8 and i6 fans. Being that the room under the hood of a truck is perfectly shaped for a big six. My Ram wouldn't need such a bulbous dash to fit the engine.

 

[BCMoto]

My old 2000 silverado had almost 400k when i traded it for my new silverado which now has 40k miles. The old truck was beat but ran fine the new truck has all the miles from trips we go on now. I am hoping to keep this truck till I cant drive anymore. Future plans way down the road are front solid axle swap and stronger rear axle and then make a custom bed for the back... plus alot more hahah

 

[rho]

My old 2000 silverado had almost 400k when i traded it for my new silverado which now has 40k miles. The old truck was beat but ran fine the new truck has all the miles from trips we go on now. I am hoping to keep this truck till I cant drive anymore. Future plans way down the road are front solid axle swap and stronger rear axle and then make a custom bed for the back... plus alot more hahah

We've been thinking about trying to dig up a corp 14bolt for our '03 Sierra... which, given how my partner drives... Might be needed.
TBH, I'm surprised the G80 in the rear of her truck still works and hasn't blown up yet.

Did you have any major issues on your old truck before you sold it? It seems like the 5.3's in these things will run forever when they're taken care of

 

[BCMoto]

yea the old truck had alot of small issues like dash lights and things doors leakin air didnt seal good plus other things thats why i went with a new one. Running gear wise nothing gave out, I did blow the head gasket when i lived in socal then thats another reason why i traded it after it was fixed. The new truck works well as it is so far but I will ditch the G80 later down the raod and go with a locker and if i can find one for the front i would too but i think thats where im out of luck so far nothing for the front. power from the 6.2 is way better than the 5.3 and ive had that motor in the past trucks as well. I was pulling my friends 4runner around the beach last weekend too

 

[rho]

yea the old truck had alot of small issues like dash lights and things doors leakin air didnt seal good plus other things thats why i went with a new one. Running gear wise nothing gave out, I did blow the head gasket when i lived in socal then thats another reason why i traded it after it was fixed. The new truck works well as it is so far but I will ditch the G80 later down the raod and go with a locker and if i can find one for the front i would too but i think thats where im out of luck so far nothing for the front. power from the 6.2 is way better than the 5.3 and ive had that motor in the past trucks as well. I was pulling my friends 4runner around the beach last weekend too

Gotcha.... We have a bunch of the little stuff failing on ours as well, esp the dash lights and some of the body/electrical stuff. None of it is too bad to replace or fix but its just keeping track of it all and doing it. Ripping out the On-star crap and fixing the auto-on headlights and other stuff is next for ours. And getting a real locker for the rear axle.
I'm curious to see how ours holds up long term given that it does short daily drives and long desert trips almost excursively.

I personally think getting rid of the G80 in these trucks only makes them that much more capable.

 

[BCMoto]

Yea Ihad the same problems but all the little problems added up so thats why I upgraded and my old truck was only a 3 door ext cab the new is a crew cab so it makes a world of difference for me. The g80 hasnt failed me in any of my trucks but its only got to fail once but thats why im saving for some uppgrades. I do drive this truck alot also and haul motos in the back.

 

[Zarddog]

Only because they only need 12-15 liters of displacement, and the room for the engine is very narrow, and very tall. Once past 20 liters, everything's a v again, until you get to engines 5 stories tall for container ships and tankers. It is nice though, to stand on a semi's frame to run all of the valve adjustments.

Configuration is just a coincidence, when it comes to reliability. A v20 would get my nod for most reliable configuration.

I'd love to see a single turbo, 7 liter, V6, replace the diesels in one ton trucks. But it would have to be perfect to make it past the dogma of v8 and i6 fans. Being that the room under the hood of a truck is perfectly shaped for a big six. My Ram wouldn't need such a bulbous dash to fit the engine.

Better yet, setting the rack on a 2 stroke detroit ranging from I-4 53's to 12v92tta's which unfortunately I've had the pleasure. Some of which were left hand rotation "2 stroke joke turns perfectly good fuel into useless noise and smoke" LOL

 

[MidOH]

I've had those Detroits run at idle on their own nasty oil for quite some time.

The 16v149's were the worst. Some momo will always hit the estop and close the flapper door on the intakes. The only way to reset it was to literally lay down on top of the engine, kick one door open and operate the other by hand. I suppose I could make some kind of tool out of rope and pulleys, but nobody gots time for that.

I've made a small fortune doing coolant hoses on those damn things. I think the labor rate for technicians was $0.25/hr when those engines were designed.

 

[Zarddog]

Better yet, setting the rack on a 2 stroke detroit ranging from I-4 53's to 12v92tta's which unfortunately I've had the pleasure. Some of which were left hand rotation "2 stroke joke turns perfectly good fuel into useless noise and smoke" LOL

A little more general here I'm a big fan of inline six engines when it comes to reliability. My first was a 292 ci in a 65 chevy stepside that went to 210,000 when the odometer quit drove it a few more years after that then sold it still running. Later had a 300 cid ford in an 83 F150 pretty much the same story dropped the pan put rod bearings and oil pump in it at 170,000 cause it had a little clatter on cold morning start ups. Slant six Mopars were the same way. Theres a reason most class 7 and 8 dieseIs are inline configuration. I suppose I'm showing may age here but it's fun to reminisce.

Only because they only need 12-15 liters of displacement, and the room for the engine is very narrow, and very tall. Once past 20 liters, everything's a v again, until you get to engines 5 stories tall for container ships and tankers. It is nice though, to stand on a semi's frame to run all of the valve adjustments.

Configuration is just a coincidence, when it comes to reliability. A v20 would get my nod for most reliable configuration.

I'd love to see a single turbo, 7 liter, V6, replace the diesels in one ton trucks. But it would have to be perfect to make it past the dogma of v8 and i6 fans. Being that the room under the hood of a truck is perfectly shaped for a big six. My Ram wouldn't need such a bulbous dash to fit the engine.

Last time I checked we were talking about "OPINIONS" on reliable vehicle engine/configurations and not locomotives and ships. And if you purchased a truck that had a "bulbous" dashboard as a result of your engine choice that's on you! By the way I've refreshed V16 natural gas powered stationary generator engines with 250.000 hours on them that were like new internally (read in no diesel fuel impurities) bearings cylinders etc. immaculate I did not include this in my rating of reliable engine configurations because they DON"T APPLY to this thread.

 

[Zarddog]

I've had those Detroits run at idle on their own nasty oil for quite some time.

The 16v149's were the worst. Some momo will always hit the estop and close the flapper door on the intakes. The only way to reset it was to literally lay down on top of the engine, kick one door open and operate the other by hand. I suppose I could make some kind of tool out of rope and pulleys, but nobody gots time for that.

I've made a small fortune doing coolant hoses on those damn things. I think the labor rate for technicians was $0.25/hr when those engines were designed.

I've had those Detroits run at idle on their own nasty oil for quite some time.

The 16v149's were the worst. Some momo will always hit the estop and close the flapper door on the intakes. The only way to reset it was to literally lay down on top of the engine, kick one door open and operate the other by hand. I suppose I could make some kind of tool out of rope and pulleys, but nobody gots time for that.

I've made a small fortune doing coolant hoses on those damn things. I think the labor rate for technicians was $0.25/hr when those engines were designed.

 

[Anak]

Configuration is just a coincidence, when it comes to reliability.

I disagree.

A four stroke engine with opposed cylinders will be most reliable if the number of cylinders is divisible by 4. That will be the most balanced assembly possible.

Modern electronics are helping to cope with this is V-6 and V-10 configurations, but if you look back at carbureted engines you can see the difference in lifespans.

 

[Boucher]

My 03Hummer 160K

 

[Cypress]

My 2000 XJ has 268k miles on it. The Wife's 2000 Suburban 4wd has 342k miles on it. My DD 07 Silverado 4wd has 221k miles on it. A little bit of maintenance goes a long way.