OK, the 3.5 should be a good engine

I'm pretty sure the guys who call the 7GR are van motor are the same people that want a large displacement pushrod V8 in any vehicle they own. Which isn't economical, practical, or sane.

 

Edelbrock carbs are due for a comeback...

 

Nope. I don't have any desire or need to go fast in a truck. I could make due with a 4 cylinder, in fact when I get a truck again it probably will be a 4 cyl.

 

Who said anything about going fast?

 

Than you would come up with some other excuse not to answer the question.
Don't worry about 4wd. If you need a gear to help you make decision, lets assume both trucks are in 4th. Traveling on highway at 50 MPH

Focus on engine spinning twice as many times to move object the same distance. (one is in 4H other is in 4L [2:1 ratio]
So do you change oil on both at 5000 miles or one at 5000 other at 2500
Since its the same setup the same distance, all it happens is one engine is making twice as many turns but as you posted does half of the "Work Load".


Ha ha I would compare Sterdog to

 

^ It does do half the work load per revolution. While everything is moving twice as fast up to the drive shaft, the engine only has to output enough power to carry half of the work (measured in Joules) per revolution of the engine in high gear over the same distance.

The total joules required by both engines over the same distance is exactly the same.

It's a silly situation anyways. Whose going to leave an engine in 4 Lo over any sort of distance? At cruising speed on the highway all engines operate between 1500-2500 rpms. My 1GF-RE Tacoma does about 2200 RPM on the highway. I'm willing to be with the new ratio the engine will do about the same amount of turns.

As for the seals...

BTW the only truck I've ever had develop a leak at the rear seal was one of the Dodge 2500's at work (not mine). Other than that the transmission has failed internally well before the seals. I would also say that I haven't seen nearly as many transmissions and engines fail as I did when I was younger on the same trucks. I remember when my 2000 Sierra blew two cylinders into the pavement. Today's vehicles tend to have minor failures over major ones.

When I have lost a differential, like on my own Ram 2500 in the front, it has been a relatively low km's due to a manufacturing defect. I've never blown a differential due to a bad seal. A walk around of a vehicle every few days prevents that from happening. As for the gears, again they are spinning faster but carrying less load per revolution, so the wear will be close to the same.

Thanks for sharing you personal opinion of me, again. I could really give two shites what someone like you thinks about me. Actually, the fact that you continue to carry a personal grudge against me because I continue to thwart your asinine comments shows me a profound lack of maturity, which simply reinforces other peoples poor opinions of you.

 

I get what BlueT is trying to say. That by spinning everything faster up to the differential failures will increase. What BlueT is forgetting is that work is both a combination of force required and distance traveled. When you use a higher gear ratio you decrease the amount of force required, and being exerted on, the components of the drive line per revolution. That leads to a relatively equivalent wear over the exact same distance.

In order for more force to be required there would have to be a change in load over the same amount of distance traveled. Since there isn't a different in force on the components over the same distance wear is about the same, give or take for each components operating tolerances.

 

LOL! Speaking of my Ram 2500 this truck is a joke. My LCD screen just told me it requires ABS servicing at 49K km's (~30K miles). Even better apparently my computer has disabled the 4WD until I get my ABS fixed. What a piece of shit.

 

Hoping Toyota gives us a platform we can build on and add power to. The 1GR-FE was pretty much a dead end in regards to major power adders. Found this earlier today and I'll admit, it's kinda awesome.
http://coloradofans.com/forums/185-...nyon-progress-may-1st-2015-a.html#post2753921

 

That's really st00pid. You should get a 4 wheel drive Fuso with a flat bed instead.


<iframe width="560" height="315" src="https://www.youtube.com/embed/XU_1VXUpCOk" frameborder="0" allowfullscreen></iframe>

 

Just for what its worth, if anything at all.

I think there is a marginal amount of additional wear in the theoretical engines talked about earlier.

With the increase in rpm, piston speed etc.. I think friction etc would cause a little bit more wear. But I think the same is true and probably more pronounced or definite on an engine that is lugged.

That being said, the has to be a butter zone I have run low gears for thousands of miles towing heavy and never had a problem within reason.

I am hopeful for the new engine. Granted I will be in my current 2015 for a long time but I would like my next truck to be better!

 

The majority of the wear comes from compression/friction from the load on the gears. Think about two pieces of sand paper. Glue one down to a work bench. Put a piece of wood on the paper. Then run the sand paper lightly over the wood. How much did you take off? Not much. Now apply twice the force. How much did you take off? Roughly double.

The friction due to speed is relatively low and non linear. If the parts are built for the speed, and to be honest they are, you won't see much different in loss of material at different speeds because the amount of friction with the oil due to speed is minimal. For what it's worth, some 2.7 L Tacoma's come with 4.10 gears. Do you see them blowing out gears left and right? No.

 

Actually...a LS in a Tacoma would be pretty fun...might actually get decent mileage too.

..and on the other end of the spectrum, this wouldn't be too bad either.

 

I'd put that in a kit for sure. It'd make a nice engine for a Sterling.

 

I'd switch to the 2.7 L Ecoboost in a Ranger in a minute if it was available. The powah! Still would be better than a 1GF-RE on gas too.

 

I see what you did there.... *squints*

 

Wonder if Ford will do the 2.7 as a crate engine, they are doing the 2.0 and 3.5.

Could always grab an old Ranger and do an engine swap...still a "mini" truck....would be fun.

 

I was thinking mainly engine components..

And mainly related to piston speed, and valve springs. . Stuff that more rpms directly contributes

Gears I completely agree with you.

 

Yeah, but at cruising speed is the 3.5 L 7GR going to be spinning any more than a few hundred RPM over the 1GR?It might even be less because of the 6th gear on the automatics. I'd guess, if anything, 5% more or less wear which is pretty negligible. The original post by BlueT made it seem like slightly higher operating RPM was going to cause things to fail 50% earlier, which is simply not going to be true.

My Ram 2500 Hemi good ole' push rod V8 spins at about 1700 RPM in 6th on the highway. The Tacoma OHC 1GF-RE spins at about 2200 RPM on the highway. I see plenty of Hemi's fail in 100-200K km's and not many 1GF-RE engines. Spinning a little faster or slower isn't the main factor when determining engine wear unless you like to floor it all the time.

I will say that I will be disappointed if the 7GR is constantly flirting around 5000 RPM like the Colorado 3.6 L. Running the engine that high with load over a long period of use could definitely cause issues with the valves, springs, and piston rings. If the Tacoma is well geared and tuned I'm sure Toyota can keep the RPM's reasonable under normal driving conditions.