Dr.Jass
Pastor of Muppets
I was at the Mid-America Truck Show in Louisville, Kentucky over the past weekend; it's a trade show for the heavy-duty trucking industry with acres of vendors and manufacturers. I also suspect it is the world's largest gathering of people best described as "unpretty". Regardless, it was pretty damned cool and there was something for everyone who digs diesels. I met a lot of guys to whom I've spoken over the phone, and even had the AirDogII and Fleetguard filter reps scratching their heads and wondering why I knew more about their products than they did, with questions like "Why do you put a 19.25GPH-rated filter on the draw side of a 165GPH pump, then wonder about warranty claims?" and "So, this new NanoFlow media is rated down to 2 microns, but you've been selling the FF5613 as a 2 micron filter for nearly 20 years... what gives?" (I knew more about how filters are rated, and actually explained that to them!). Good times. 
Per Steve (my boss), who's been there several times, "This is pathetic. The first time I was here, the reps would talk your ears off about technology. Now they've dumbed it down for the drivers [who attend] rather than the few guys like us looking for real information. It sucks." We did learn a lot, schooled a few people (including the fine folks at Pureflow Technolodies, about the failings of their new filter monitoring system), and managed to even catch a Buckcherry concert, so all in all it was still a worthwhile effort.
Anyhow, one thing that had us all excited was that Paccar, who now owns the tooling and design of the 4BT Cummins, has developed the PX-5 engine from it. Yes, Matilda, there is now a common-rail, 4-valve-per-cylinder 4BT on the market. Sadly, it's Euro-market only, not even making an appearance in the US website, etc. Well, I saw the sonofabitch with my own two eyes and actually pointed it out to my boss and Art: "Is this what I think it is?" They about flipped, until the reality of Euro-only reared its ugly head. Maximum factory output on this beauty is 210HP and 560lbs/ft. The ratings are from 2,000-2,400RPM and 1,300-2,000RPM respectively. Why this engine is not being made available as a pickup-truck or retrofit engine is beyond me, but I don't think it meets current US-market emissions. Imagine the fun the tuners could have with it!
Of other interest to the Cummins boys was the Cummins booth itself, which while being centered around the heavy-duty industry, proudly displayed two Dodge pickups. One was the current-model 6.7L Ram 3500 dually, in a menacing custom black paint scheme, and the really-cool one: the original development truck for the CTD Dodges. Yep, they had Cummins Dodge #1 on hand. It was an '85 they acquired brand-new, giving you an idea of lead time to market. It was hard to get pictures of it as it generated a lot of interest, but I stopped back a few times until the area cleared a little so I could get some photos. I had time, since Steve was busy befuddling the two reps from Cummins Injection about fuel-injector technology, modification, and service. :doh:
Sorry for the crappy quality. I only had my phone, and not a lot of time. Regadless, this is how it all started almost 30 years ago:
Per Steve (my boss), who's been there several times, "This is pathetic. The first time I was here, the reps would talk your ears off about technology. Now they've dumbed it down for the drivers [who attend] rather than the few guys like us looking for real information. It sucks." We did learn a lot, schooled a few people (including the fine folks at Pureflow Technolodies, about the failings of their new filter monitoring system), and managed to even catch a Buckcherry concert, so all in all it was still a worthwhile effort.
Anyhow, one thing that had us all excited was that Paccar, who now owns the tooling and design of the 4BT Cummins, has developed the PX-5 engine from it. Yes, Matilda, there is now a common-rail, 4-valve-per-cylinder 4BT on the market. Sadly, it's Euro-market only, not even making an appearance in the US website, etc. Well, I saw the sonofabitch with my own two eyes and actually pointed it out to my boss and Art: "Is this what I think it is?" They about flipped, until the reality of Euro-only reared its ugly head. Maximum factory output on this beauty is 210HP and 560lbs/ft. The ratings are from 2,000-2,400RPM and 1,300-2,000RPM respectively. Why this engine is not being made available as a pickup-truck or retrofit engine is beyond me, but I don't think it meets current US-market emissions. Imagine the fun the tuners could have with it!
Of other interest to the Cummins boys was the Cummins booth itself, which while being centered around the heavy-duty industry, proudly displayed two Dodge pickups. One was the current-model 6.7L Ram 3500 dually, in a menacing custom black paint scheme, and the really-cool one: the original development truck for the CTD Dodges. Yep, they had Cummins Dodge #1 on hand. It was an '85 they acquired brand-new, giving you an idea of lead time to market. It was hard to get pictures of it as it generated a lot of interest, but I stopped back a few times until the area cleared a little so I could get some photos. I had time, since Steve was busy befuddling the two reps from Cummins Injection about fuel-injector technology, modification, and service. :doh:
Sorry for the crappy quality. I only had my phone, and not a lot of time. Regadless, this is how it all started almost 30 years ago:
