I work my business model this way, and it means, having less expenses, and less customers to chase, yet making more money. Math wise, one could spend less, and sell less, and still make more money. Ford, GM Toyota advertise a lot, push incentives, and sales, and that costs money, which means they must sell more, a lot more when you consider the cost of personal, design departments, multiple factories, and employee costs etcĬertainly this was a big step for them, and they only have one factory to support, unlike the other lager companies who have several, and lots more expenses. Lets add the fact that E85/E100 is pretty horrific as far as BTU's per gallon with it coming in then gasoline with E10 (which is in most pumps now) and 116,090Btu/gal straight unmolested unleaded, and diesel fuel ruling them all Full of useless info.Ĭlick to expand.Nissan has a very different business model than Ford or GM, or even Toyota, and it has worked well for them for many years, they advertise a little, and let the quality do the advertising. Not so efficient of a fuel now is it, (greenies love that statistic):blink: Let's even go crazy and think E85, that's so popular these days is about 9.7:1 for cruise and 6's for WOT conditions.lol. Now toss in a turbo or two, a super charger, or a healthy dose of nitromethane, your looking at not only low twelves, but even 10's to 1 for peak power. WOT, naturally aspirated engines like around 12.8 to 13.3 to make peak power. Stoichiometric ratios are ideally 14.7:1 for cruise, but for power enrichment ie. Gas engines are a completely different animal in regards to fueling requirements and usually require a slightly rich mixture. Another big enemy is heat and couple that with the fact that like goldfish, you can feed them till they explode. A canned tuner would only really be beneficial if you can use it to monitor parameters, but there's more economical choices for just monitoring.Ĭlick to expand.Catastrophic failure in most diesels with high HP setups is over-fueling and things going pop due to rotating assembly failure/fatigue, bearing failure, or that big fancy turbo ya just bought having a wheel come apart sending some pixie dust down your intake. It actually already has a good torque curve. It is a diesel engine choice to get a job done. It's not necessarily meant to tow fast, or with the best fuel economy(maybe for 10 years ago). In the end, the cummins was meant for towing. To adjust firmness, you have to increase line pressure, which I'm sure Aisin would have a problem with, and would be of no real benefit, unless you're making enough power to require it.Ĭompanies sell junk all day long to increase power, but that doesn't mean it increases power, or is even beneficial in any way. They haven't even gotten it right, themselves, just yet. I don't think they want you messing with the transmission, at all. Maybe minimal WOT restriction, which is already bypassed by driving with the new trick. You're not going to be laying down record 0-60 times. As far as torque management goes, any changes would be minimal. ![]() That is part of the emissions restriction and would require a delete tune. ![]() Nissan and Cummins are not going to knowingly allow the egr to be disabled.
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