Florida B.S. Thread

Light-truck diesel engines of five to 10 years ago weren't so good. They were noisy, vibrated, had smelly exhaust emissions, and were more costly to build than their gasoline-burning counterparts. Today's diesels are much more civilized, but are they any better than their gasoline cousins? This is one of the questions we're asked most frequently regarding 3/4- and 1-ton pickups. To answer this, you must understand the positive and negative attributes of each engine, while considering what you'll use the vehicle for. Let's look at the important criteria you should use before making a final decision.
Before we start, it's important to note there are currently no 1/2-ton pickups available with diesel engines, even though there are some small "baby" diesels under development for use in 1/2-tons and midsize SUVs. This story concentrates on 3/4- and 1-ton trucks, but the concepts will be equal once the next generation of smaller diesels arrives.
Power/Torque
Advantage: Split Decision
Typically, gas engines make more horsepower, while diesels produce more torque. Are you looking for off-the-line acceleration of an unloaded truck? Maybe you use your truck around town where quick starts are important and you don't often tow a trailer or haul a load. If this is the case, then you'll want a gas engine. By design, gas engines rev faster and are able to reach higher rpm peaks than diesels. This allows them to attain greater horsepower numbers and quicker 0-60-mph times.
However, if towing capacity and brute pulling force are your game, a diesel is for you. The torque advantage of diesels is perfectly suited for pulling heavy loads up steep grades. Because of the relatively high-compression ratio necessary to ignite the diesel fuel (17:1 diesel versus 9:1 gas), a diesel makes all its torque and power low in the rev range. As an example, the GM 8.1L gasoline V-8 in Chevrolet and GMC pickups puts out 340 hp and 455 lb-ft of torque, while GM's 6.6L V-8 turbodiesel makes slightly less hp at only 300, but makes up for it in torque with a healthy 520 lb-ft of grunt.
Fuel Economy
Advantage: Diesel
Diesel fuel has a higher energy density than gasoline. One gallon of diesel contains approximately 147,000 BTUs of energy, while a gallon of gasoline only has 125,000 BTUs. This means it takes more gasoline to equal the power output of diesel, making diesel engines more efficient per gallon of fuel burned. Also, because diesel engines use the more efficient direct fuel-injection method (fuel injected directly into cylinder) compared to the port fuel-injection setup in gas engines where gas is mixed with incoming air in the intake manifold, the diesel system has little wasted or unburned fuel. Diesels also use about one third as much fuel at idle as gasoline units. Even though there are no official EPA-mileage figures for 3⁄4-ton and bigger trucks, we've seen diesels get six to eight more mpg than similar-weight gas pickups. Over the life of the truck, this advantage could be significant, especially if you drive a lot of miles.

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Initial Cost
Advantage: Gasoline
Because of the high-compression ratios and resulting high cylinder pressure in diesel engines, they must be built to withstand more punishment than gas engines. Beefed-up parts include a thicker block and cylinder heads and stronger connecting rods, pistons, crankshaft, and valves. These parts can be costly. As an example, if you want to upgrade an '02 F-250 from the standard 5.4L V-8 to the 7.3L turbodiesel V-8, you're going to spend around $4800. However, to go from the 5.4L to the 6.8L V-10 gasoline engine, the price is a more manageable $600. Another diesel disadvantage that comes as a byproduct of needing heavy-duty components is increased weight. A diesel engine can weigh several hundred pounds more than a comparable gas model.


Noise/Vibration
Advantage: Gasoline
Despite huge improvements in noise isolation and engine-noise technology in pickup trucks in the past 10 years, diesels are still louder and shake more than their gasoline brothers. However, a recent back-to-back drive in two Ford trucks, one equipped with a 5.4L gas V-8 and the other fitted with a 7.3L diesel V-8, demonstrated that diesels aren't that far behind. At idle, the clatter and shake of the diesel are clearly noticeable, while it's tough to tell if the gas engine is even running. Under low-speed acceleration, the diesel still makes more noise. But once you're up to speed, there's little difference between the two even when accelerating on the highway.


Cold Weather
Advantage: Gasoline
Anyone who's tried to start a diesel engine on a cold winter morning knows the winner in this category. Diesels don't have spark plugs like gasoline engines do. The fuel is ignited spontaneously once it's injected into the cylinder that's already under pressure. When it's cold (below 30), the air isn't hot enough to ignite the diesel fuel. To help counter this, today's diesel pickup-truck engines use a computer that senses cylinder temperature and injects the fuel later in the engine rotation. By injecting the fuel when the piston is closer to top dead center, the cylinder is under more pressure and the air inside is hotter, which aids combustion. As an added measure, most modern diesels come equipped with a 110-volt heating element designed to keep the engine block warm when the truck is parked.


Exhaust Smell/Emissions
Advantage: Gasoline
Despite petroleum companies best efforts at producing diesel fuel with lower sulfur levels, burned diesel fuel still smells much worse than burned gasoline. Beyond the smelly tailpipe, diesel lags behind gasoline in the areas of oxides of nitrogen (NOx) and particulate matter emissions. It's the particulate matter that causes the black soot seen emanating from diesel-vehicle tailpipes, while NOx is one of the components of smog. The next generation of diesel fuel is generally thought to improve on this situation.


Short-Term Maintenance
Advantage: Gasoline
Regular maintenance on a diesel is more costly, thanks to several items including the larger volume of oil in the engine and the fact that fuel filters and water separators must be serviced more often. Modern gas engines have an even bigger advantage thanks to extended service intervals on spark plugs, engine oil, and antifreeze.


Long-Term Maintenance and Durability
Advantage: Diesel
The flip side of a diesel-engine's expensive initial cost is its excellent durability. Dodge, Ford, and GM learned long ago they were better off buying diesel technology from experts such as Cummins, International, and Isuzu than spending tons of money developing it themselves. These manufacturers all have years of experience building heavy-duty, over-the-road diesels that have to log 100,000 miles a year for years on end, routinely haul heavy loads and may have to idle for days at a time. Think of the diesel engines found in GM, Ford, and Dodge pickups and SUVs as mini big-rig engines. The average gas engine is good for only around 125,000 miles before needing a rebuild and isn't designed to constantly pull a heavy load. A diesel can go more than three times this amount before needing an overhaul.


Fuel Cost
Advantage: Diesel
Because diesel fuel is easier to refine, taking less time to get from raw petroleum to final product than gasoline, it's usually priced lower than gas. However, occasionally in the U.S., diesel is priced the same or more than regular unleaded gas. This is often because diesel isn't as desirable in some areas leading to higher diesel prices. However, diesel advocates say that if more people drove diesel light trucks and cars, the price would drop dramatically in these areas -- and possibly throughout the country.


Fuel Availability
Advantage: Gasoline
The lack of fuel availability is the reason we hear most often why people don't choose a diesel engine. Only about two percent of the nation's cars are diesel powered, compared with 25 percent for European countries such as France and Italy. The number is larger for light trucks and SUVs in the U.S., but the overwhelming majority are gasoline-powered. It's a chicken or the egg scenario. The car manufacturers say they'll build more diesels if people will buy them. Consumers say they'd consider diesels if there were more diesel fuel stations. Fuel companies, in turn, say they'd produce more diesel if consumers wanted it. Diesel pumps are easy to spot (they're the one's with the green handles) and can be found in most areas that have a large amount of commercial truck traffic.


Conclusion
Choosing between a gas or diesel engine comes down to what you'll do with the truck and where you live. If you use your truck like a car, desire quick, quiet acceleration, rarely haul a heavy load, and you don't plan on keeping it past 100,000 miles, you may want to consider a gas engine. They run smoother, fuel is easier to find, and they're easier to start in cold weather. However, if you use your truck for towing, value good fuel economy, and plan on racking up loads of miles, diesel is for you. In the end, the leading disappointment regarding diesels is that the price to add a diesel to a 3/4- or 1-ton pickup is still quite high versus a more powerful gas engine. But you'll make this back in fuel savings over time. On the flip side, we were pleased to find that manufacturers continue to develop diesel technology, especially in the areas of cold starting, combustion smoothness, and emissions. Now we need diesels in 1/2-ton pickups and midsize SUVs.
Continue for a look at the latest GM, Dodge, and Ford engines.
Chevrolet/GMC
The GM 2500/3500 twins Silverado HD and Sierra HD come standard with GM's 6.0L gas V-8. This engine is best suited for 3/4-ton trucks where towing isn't a concern. Stepping up to GM's diesel offering gets you the Duramax 6.6L V-8 that pumps out 397 hp and 765 lb-ft of torque and an Allison-built automatic transmission.

• GM 6.0L Vortec V-8
  
  
• Hydra-Matic 6L90 Transmission for 6.0L V-8
  
  

• GM 6.6L Duramax V-8
  
  
• Allison 1000 Transmission for 6.6L V-8
  
  

GM 6.0L Vortec V-8 GM 6.6L Duramax V-8 Type V-8, iron block/aluminum heads Turbocharged V-8, iron block/aluminum heads Bore x stroke 4.00 x 3.62 in 4.05 x 3.89 in Displacement 366 ci/6.0L 403 ci/6.6L Compression ratio 9.6:1 16.0:1 Valvetrain 16 valves, OHV 32 valves, OHV Fuel injection Sequential Direct injection high pressure common rail Horsepower 360 hp @ 5400 rpm 397 hp @ 3000 rpm Torque 380 lb-ft @ 4000 rpm 765 lb-ft @ 1600 rpm Redline 6000 rpm 3000 rpm Recommended fuel Regular unleaded Diesel or B20 Transmission 6L90 6-speed automatic Allison 1000 6-speed automatic Max GVWR 13,025 lb (3500 DRW) 13,025 lb (3500 DRW) Max towing capacity 14,000 lb 23,100 lb Option price Standard $7195
Dodge
The 2500 and 3500 Dodge Ram Heavy Duty trucks are the newest 3/4- and 1-ton offerings on the road. We criticized the 1500 Ram for not having enough power when it was introduced last year with the 5.9L/245-hp as the top engine. Dodge promised more powerful engines for the 2500/3500 platform, and they came through. The base engine is the new 5.7L gasoline V-8 that's not only the most powerful base engine of this group at 345 hp, but revives the historical Hemi name and accompanying hemispherical cylinder head combustion chambers. Next up is the 8.0L gasoline V-10. It's basically a Viper engine with iron heads that makes 310 hp and 450 lb-ft of torque. The first diesel option is a 5.9L I-6 good for 250 hp and 460 lb-ft (specs not shown). It costs around $4700. However, we'd advise spending about $600 more to get the H.O. version of the 5.9 I-6 diesel. This Cummins design offers the most torque of any production pickup engine at 555 lb-ft.
Dodge 5.7L Gasoline

Dodge 5.7L Gasoline
Engine type: V-8, cast-iron block, aluminum heads
Bore x stroke, in: 3.92 x 3.58
Displacement, ci/L: 345/5.7
Compression ratio 9.6:1
Valve gear 2 valves /cyl, OHV
Fuel induction Sequential multiport
Horsepower, hp @ rpm 383 @ 5600
Torque, lb-ft@ rpm 400 @ 4000
Recommended fuel Unleaded mid-grade
Max GVWR, lb n/a
Max towing capacity, lb n/a
Option price Standard
Dodge 5.9L H.O.Turbodiesel

Dodge 6.7LTurbodiesel
Engine type: I-6, cast-iron block and head
Bore x stroke, in: 4.21 x 4.88
Displacement, ci/L: 408/6.7
Compression ratio: 16.5:1
Valve gear: 4 valves/cyl, OHV
Fuel induction: direct injection, high-pressure common rail
Horsepower, hp @ rpm: 385 @ 2900
Torque, lb-ft @ rpm: 800 @ 1600
Recommended fuel: Diesel
Max GCWR, lb: n/a
Max towing capacity, lb: n/a
Option price: $7800 (est)
Ford
Ford pushed the 3/4-ton and 1-ton pickup market to where it is today when it introduced its International-engineered PowerStroke diesel engines in 1994. Before these diesels were poorly built and no match for big-inch gasoline engines. Today, 70 percent of SuperDuty Fords are sold with the optional 7.3L V-8 diesel engine. For '02, the 7.3 has for the first time the same horsepower and torque ratings for both automatic and manual: 250-hp and 525 lb-ft. This means the automatic picked up 20 lb-ft. However, the manual only gained 5 lb-ft and actually lost 25 hp. The other optional engine is the worthy 6.8L gasoline V-10. The base engine is a 5.4L gas V-8 that seems strong when installed in an F-150, but struggles when trying to move the mass of an F-250 or F-350, much less a trailer. If you plan on hauling any kind of a load on a regular basis, you'll want the 6.8 or the 7.3. The bottom line regarding Ford is that all its engines are the weakest of the three makes.

Read more: http://www.trucktrend.com/features/tech/163_0210_diesel_vs_gas/#ixzz2sg1T6GAp
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and who said the elderly didn't know how to use computers

 

But did anyone actually take the time to read it? I didn't.

 

You're an ass for quoting all of that!

 

see photosMercedes-Benz Click for full photo gallery: Diesel Cars And Trucks That Will Save You Money

Diesel vehicles get remarkable fuel economy, but it’s sometimes not enough to make them a better value overall than their gas counterparts.
The main reason is the higher pricetag: on average a diesel is $5,045 more than a gas-powered version of the same model, according to Vincentric LLC, a research firm in Bingham Farms, Mich.
Beyond the purchase amount, diesels also end up costing a little extra to own and maintain. That’s partly because some new diesel vehicles are required to have a reservoir of urea, which gets injected into the exhaust and neutralizes some of the pollutants.
With this so-called “clean-diesel” technology, emissions are now cleaner than what comes from many gasoline vehicles—which is a major role reversal. But there is added maintenance involved in replenishing the reservoirs and making sure the more complex diesel engine is running properly.
“We found that diesels typically have slightly higher insurance, repair and maintenance costs,” says David Wurster, president of Vincentric, which specializes in calculating total cost of ownership and chose diesels for its most recent alternative fuel analysis.

“An additional noteworthy point is that on a percentage basis, diesels have lower depreciation, but because they cost more to purchase, their total dollars of depreciation are higher,” Wurster says. (Some might argue that diesel is not technically an alternative fuel, but it’s not exactly mainstream in the United States either, given that only a small fraction of vehicles use it.)
Diesel vs. gas

In a detailed analysis comparing diesel and gas versions of the same models, Vincentric calculated the cost of ownership over five years, assuming 15,000 miles of driving annually. The company found that, in many cases, particularly with trucks and vans, the gas-powered model would end up costing owners less in the long run, despite using more fuel.
But there are enough exceptions to keep anyone who wants to buy a diesel happy.
Vincentric included 23 diesel vehicles in its alternative fuel analysis—which is just about every consumer and commercial diesel currently on sale in the United States. Nine diesels are cost-effective, once all the expenses are tallied, the analysis shows. Eight of those are consumer models.
In Pictures: Diesel Cars And Trucks That Will Save You Money
Mercedes-Benz has the most vehicles on the list. The company has five of the eight slots, including the top two.
The diesel that delivers the most significant savings over its gas equivalent is a pricey luxury crossover— the 2012 Mercedes GL350 Bluetec 4Matic. (The “Bluetec” label is Mercedes-speak for diesel, and “4Matic” is its all-wheel drive system.)
Owners will spend $10,128 less over five years on the GL350 than a gas-powered GL450 4Matic, by Vincentric’s calculations. Nearly half of the savings—$4,750—is the result of the GL350 using less fuel, and thus costing less overall at the pump during those five years.
Though filling up with diesel is more expensive—in recent weeks, about 25 cents more per gallon than regular gas, according to the U.S. Energy Information Administration—diesel vehicles like the GL350 get more mileage for the buck.
The GL350’s 19 miles per gallon overall is 27 percent better than the 15 miles per gallon overall that the GL450 gets using gas. So the fuel costs for the diesel work out to less per mile.
2012 Mercedes-Benz S350 Bluetec 4Matic (Credit: Mercedes)

Ranking second on the Vincentric list of cost-effective diesels is a Mercedes luxury sedan. The 2012 Mercedes S350 Bluetec 4Matic will save owners $6,015 compared with a S550, which has a twin-turbo V8 that runs on gasoline, Vincentric says. The savings is mostly on fuel—$4,003.
The S550 is only available with rear-wheel drive, whereas the diesel S350 is only offered with all-wheel drive. This makes the S350’s better fuel economy more remarkable, as driving two wheels instead of four is inherently more efficient. The S350 gets an overall 25 miles per gallon on diesel, an improvement of about 32 percent from the S550’s overall 19 miles per gallon of gas.
Also earning a spot in the rankings are the diesel versions of the Audi A3, the BMW X5, the Ford F-350, and the Volkswagen Touareg. The other Mercedes diesels on the list are the E-Class, the M-Class and the R-Class. (Click here to go to the slideshow and see the full list of diesels that will save you money, ranked according to the amount of savings.)
Ford Tough
The only commercial vehicle to make the cut is the Ford F-350. The heavy-duty, full-size pickup truck is a popular choice for contractors and others who need its hauling and towing brawn.
Of the trucks in Ford’s F-Series, the F-350 is the second most powerful, and its capability makes it costly. Going by the manufacturer’s suggested retail price, the F-350 starts at $30,165, and the diesel engine is a $7,960 option.
But with any vehicle, the retail price is usually just a guideline for negotiations. So Vincentric also factors other data into its equation, such as dealer invoice pricing and consumer rebates. Its intent is to determine what buyers are actually paying.





















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Click the photo to see a slideshow of the diesel cars and trucks that will save you money, including the Ford F-350 shown above (Credit: Ford)

Vincentric estimates pricing at $26,872 for the gas-powered Ford F-350, and $32,227 for one with a diesel engine.
But those who choose the diesel will more than make up for the price difference in five years of owning it. The overall savings will work out to $1,141, Vincentric says. The F-350 diesel actually saves more than that on fuel—$1,999. But with other expenses, including higher insurance and repair costs, some of the fuel savings does not end up in the owner’s pocket.
The F-350 is one of seven diesel pickup trucks that Vincentric studied, and the only one to make the list of cost-effective choices. Ford is also the only domestic automaker to earn a spot in the rankings.
Popularity on the rise
“I think it’s a reasonable question to pose: Are diesels a good cost option? And obviously a number of people are answering, ‘Yes, I think so,’” says Allen Schaeffer, executive director of the Diesel Technology Forum, a nonprofit that raises awareness of diesel technology.
The proof is in how automakers have been meeting sales projections for diesels and in some cases exceeding them, Schaeffer says.
Though diesels are still a small niche—they make up a little less than 4 percent of U.S. vehicle sales, he says—their popularity is growing. Diesel sales jumped 27.5 percent in the first half of the year, compared with a 14.9 percent increase in total new car sales, according to data compiled by Hybridcars.com and Baum & Associates, a research firm in West Bloomfield, Mich.
Part of the appeal is how infrequent fill-ups are. “The range of these vehicles is really quite phenomenal,” says Schaeffer, who drives a Mercedes E350 Bluetec. “Some have a range of over 700 miles on a single tank of fuel. They might cost $75 or so to fill up, but then you might not be filling up again for a couple weeks.”
But diesel buyers are attracted by more than just extra miles per gallon, he says. They appreciate that clean-diesel technology is proven and robust, and they like the way the vehicles drive, with their torquey engines that provide good acceleration.
Some also choose diesels for the reduced emissions. And in contrast to hybrids, there are no expensive battery packs to worry about down the road, and fewer, if any, compromises in performance, Schaeffer says.
Doing the math
Still, as Vincetric points out, the advantage of those infrequent fill-ups might be deceptive.
Buyers who choose a diesel vehicle could assume the savings on fuel will more than compensate for the other extra expenses. With the nine diesels on the Vincentric list, that is the case.
But higher purchase prices and other expenses over time can outweigh the savings diesels deliver at the pump; in general, owning a diesel for five years ends up costing an average of $751 more than owning the same vehicle with a gasoline engine, according to Vincentric’s calculations in its alternative fuel analysis.
“With low fuel costs, environmental benefits and other potential savings, diesel technology is an attractive option; however, as our research shows, low ownership costs and associated cost savings are specific to certain vehicles,” Wurster says.
In Pictures: Diesel Cars And Trucks That Will Save You Money
Schaeffer points out that diesel buyers are practical and take a long-term view when it comes to value. As such, owning a diesel for more than five years can certainly help amortize the added costs. Those who drive more than 15,000 miles a year also can defray the upfront costs faster.
Of the diesels currently on sale in the U.S., roughly half are commercial vehicles, including a bunch of heavy-duty, full-size, pickup trucks like the Ford F-Series. Those have higher premiums than the consumer models, as you might expect.
2012 Chevrolet Express 3500 cargo van (Credit: GM)

The 2012 Chevrolet Express Diesel 3500 van is the one with the biggest price difference of all. It costs a whopping $12,288 over the same model that runs on gasoline, Vincentric says. That’s more than the price of a new Nissan Versa.
The consumer models—all of which are from German automakers—have an average premium of $1,817 compared to their gas equivalents, according to Vincentric data.
The purchase price is a major factor in whether a diesel model ends up saving money over a gas model after five years of ownership. The more the diesel costs up front, the harder it is to negate that expense with savings—one mile at a time.
The two Mercedes vehicles that top the list of cost-effective choices illustrate the point. The diesel GL350 costs only $101 more than its gas GL450 counterpart, by Vincentric’s calculations. And the diesel S350 actually costs $3,418 less than its gas S550 counterpart—one of three diesels included in the Vincentric analysis that can be had for less than its gas equivalent. The others are the 2012 Mercedes R350 Bluetec, which ranks fifth on the list of best values, and the 2012 BMW X5 xDrive35d, which ranks sixth. (BMW is introducing a new diesel engine that promises to significantly improve fuel economy on the X5 for the 2014 model year, which you can read more about here.)
More to come
Given how much Mercedes is investing in its diesel lineup, perhaps its strong showing in the rankings is to be expected. In all, the company offers five diesel vehicles in the United States, and it reportedly has others in the works. (It had six until just recently. The R-Class was discontinued after the 2012 model year.)
2012 Volkswagen Touareg TDI (Credit: VW)

Only Volkswagen is as prolific, with six diesels of its own available for U.S. buyers. In its case, just one diesel—the 2012 Volkswagen Touareg TDI—is a cost-effective choice by Vincentric’s standards. But Volkswagen’s Jetta TDI and Passat TDI come extremely close. The difference is a mere $29 for the Jetta and $187 for the Passat—which means they are nearly break-even. If you plan to keep the car for more than five years or drive more than 15,000 miles annually, this could tip the scales to make them a cost-effective choice for you.
So far, German automakers are the only ones offering diesel vehicles in the consumer category for the United States. But the market is about to get more crowded.
Schaeffer sees diesel sales “easily doubling” in the next three to five years as automakers introduce new models. Audi, BMW, Chrysler, General Motors GM +2.5%, Mazda and Mercedes have all announced plans to launch new diesel vehicles. (Click here to read more about the all-new 2014 Mazda 6, which will be one of only two midsize sedans to offer a diesel engine in the United States when it comes out. It is expected to be in showrooms around midyear 2013.)
The details remain in flux, but new entries from Chrysler, GM and Mazda in particular have the potential to really move diesel from the fringes to the masses by offering the technology in popular affordable models—such as the Chevrolet Cruze, in GM’s case—Schaeffer says.
So the diesels that will save you money could get even more plentiful.
“It’s important for consumers to look at their needs and the specific models available to them,” Wurster says. “Depending on the current deals, their driving patterns and intended length of ownership, a diesel can still be a great value.

 

Stop the LONG post lol

 

Son you needs no more baby fat

Die you welfaresuckingpig

 

lol

 

Something else to think about.. There are a shit ton of diesel go fast parts out there now. If you want to go that far...This..

 

I feel like I've read this diesel argument on 39593858 other threads on here by now. Let's just be happy with 4.0L v6?

 

that had to be one of the longest posts ever, and no I didn't read it either.

 

Not, the 4.0 is at best ok. Shit the nisson has more HP and a nicer interior. The outside looks like crap but they do change it up every few years. Toyota is falling behind in my book , They have over 25 billion in the bank but yet they pump out the same old tired thing year after year.. Look at the tundra. Ford tailgate butt ugly grill and some new insides. Same old truck under the sheet metal .. Looks like now that's what they are going to do to the NEW Tacoma..Yet all the butt boys will be in line for the same thing they have been selling since oh lets say 2005. Toyota might just as soon move headquarters to Israel the way they are starting to act.. Spend some$$$bitches... Roll out something that gives me wood or shit the bed. Are you reading this toyoda

 

I didn't read all of it but figured I'd be a dick and quote the whole post.

 

somebody say "long" post?



ok, im done being a dick lol

 

WTF ?????

Florida thread become CANADA south....

 

Not what you expect when I say im wrenching tonight

 

You bleeding brakes?

 

Bleeding brakes and swaping up to a 10spd. Finaly got a bleed kit instead of rigging it together.

 

I need to get one of those. The brakes on my corsair are getting shitty

 

Are they avid?