Being a northerner, I think there is one consideration you miss: if you would like to have warm toes, you'll be a lot happier with the smaller engine.
Truck
If your concern is with the affect on tankage, you need not worry; standard design parameters are full at 90% of physical volume which allows for all manner of things (including thermal expansion due to increased temperature of the return fuel which typically cools the injectors).
Truck
1. Watch your compression ratio - too low and you won't detonate at all. I think that you're skirting the limit.
2. Why cut the supercharger out at all?
Truck
quick calculation says that your shaft is approx 500 lbs and qualifies as a slender beam.
Several things to look at:
1. static bearing load
2. shaft imbalance
3. shaft whip (frequently significant in a slender shaft)
4. loads and frequency response of the castings at either...
Kind of depends - in my estimation all bets are off when you use wrinkle walls - the moment arm goes down - there is a torsional spring effect, etc
Some of this has to do with why the winners are generally old enough to have tons of empirical data.............
Truck
Remember - if you have enough torque to make this question worthwhile, the tire will squat quite a bit under load so you will effectively have a variable overall ratio.
Truck
The easiest way I know of for an outsider (i.e., one who doesn't have access to the DC CAD library) is simply to purchase on of the dust shield/gaskets between the engine and transaxle. It comes with the holes installed and can, therefore, be measured or scanned to generate the hole pattern.
Truck
Tandem axles are tough on tires and make significant changes in steering/tracking.
If you don't use a lift axle, then most tandem axle suspensions will have some kind of equlizer mechanismw hich is used for load balance purposes but have a tendency to get all gummed up causing odd weight...
As I'm sure you already know, the more zeroes in the number the more expensive it is (exponentially so)!
The real question to ask is: Why do I think I need that tight tolerance? One which dimensions?
Truck
I am assuming that the load is applied through a sleeve or some other close fitting 'tunnel'; What clearance is there between the bearings and the distributed load?
If you have an evenly distributed load and no clearance, there will be just shear at the bearing surface interface.
Truck
just stumbled on your post - each of the truck manufacturers publish a Body Builders manual which provides pertinent dimensions. A trip to an aftermarket body installer would help (he'll have a library). Another good place to look is to the engineering department of the packer manufacturers...
Several thoughts would come to mind here:
1. for smoothness, an I4 is probably the worst case engine
2. consider adding a balance shaft; an external shaft can be designed and added. It is a moderately successful solution, but very ugly.
Truck
The Jake brake is a nickname along the lines of Kleenex - it is a product of the Jacobs Manufacturing Company. Officially in the industry it is an engine brake. What it does is throttle the exhaust valve to force pumping losses in the cylinder. In a compression ignition engine it works quite...
While low rate center bearing isolators do improve NVH a lot, the stiffer isolators are used with higher horsepower (e.g., high lateral reaction loads. The stiffer isolators also respond beter to thrust loads and diminish the affect of dust shield cutting.
Truck
Several thoughts -
1. I would work really hard at finding a method to tie to the block rather than the head; head attachments are highly stressed and adding odd and variable loads (which will occur at the same time as the highest loads on the attachment system) is not in the best interest of...
