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so i'm sure the diehards will stick with the 15-40, but food for thought.. http://farmindustrynews.com/farm-equipment/what-s-your-engine-oil-iq#slide-8-field_images-71081 some would/could do well to read the bob's the oil guy's information. Comments welcome.

Sure it is, you have a manual with an exhaust brake- these auto trucks are like runaway trains! Take out mopar mom's truck and try to stop with the e brake- You stick shift guys are spoiled with all of those choices HAHAHAHAA!

i like cooper's made in the USA. the LTXMS2 are a GREAT tire and slightly cheeper then the bfg's. the cooper HT and HT2's are also GREAT tires. and alot more affordable if you rarely go off road in the mud, then the coopers is my choice. if you ever see decent mud then the Michelin or the ATP/AT3. win out.

I typically buy the cheapest pads I can get. Why? Because I want something with the least amount of metallic compounds that is not going to eat the rotors. As for pad life I get 185k miles from OEM pads and will do my next brake service at about 360k miles roughly. Why? Exhaust brake is used for 90% of my stopping power so brake pedal is rarely ever touched. So ultimately if you want the longest life from brake pads you need a exhaust brake.

Welcome to the family. Thank you for the great comments. We are nothing more than a collection of diesel heads, diesel owners, you name it. But there is very little competition here it more about just keep them ticking.

The chance of HPCR injectors passing enough tests with over 200K miles on them is slim. The tests compare them to new standards and even injectors that are working great at 223K won't pass the OE standards tests. It's not like pop testing older injectors as the testing machine is looking at 17 (IIRC) standards from reaction time, to quantity, to return flow at different open times and pressures. You have gotten your moneys worth and any more money should be put into new injectors.

You need a quicker spooling turbo to clean up the smoke. But ultimately I would say a fuelling module like Edge Comp or Edge Juice but I can't. Reason being you can set the defuel mode to compensate for over fuelling vs boost to clean up the smoke. So like my setup I'm set for 5x3 (120 HP but only 67% of stock fuel till 10 PSI of boost). This allows me much great control over the fuel vs a Special X pump that is all fixed permanently and doesn't play well with electronics. The PSG (module on top of the VP44) requires 3 hours time on the Bosch 815 test stand to be calibrate properly. During the testing every thing is test and calibrated then the PSG is flashed with its own software when it passes all testing. So the Bosch VP44 is a stand-alone fuel pump. What I mean you can supply +12V power and ground and the truck will start and idle. The rest of the functions like timing and fuel management is controlled by the ECM. But the ECM is also a weak link in the whole performance design. You have to remember the ECM is only got software for stock fuel injectors and stock boost levels. So beyond that you when you reach beyond 20 PSI boost the software goes flat or defuel mode because you exceed the limits of the ECM. This is where a module like Edge or Quadzilla build the power. They can listen to the CANBUS and realize the ECM is at its limit and then take over and add more fuel and timing by the way of the wire tap on the injection pump. This way the module can command the pulse to start earlier and hold it holder making a timing advancement again and mode fuel being pumped. But again there is limits to how far you can go. If go out of range the VP44 will give the dead pedal feel and ignore the commanded fuel. More exploded view pictures here. http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/25-fuel-system/437-bosch-vp44-injection-pump-exploded-view Let me know if you want any pictures of any parts I've got much much more. Also I still got the VP44 here to rip apart if needed. Basically the VP44 only has 2 electric solenoids. Fuel Pin Solenoid Timing Advancement Solenoid The only other electronic function is the pickup sensor which is for firing the fuel solenoid, also seeing if the commanded timing occurred or not (P0216 code), fuel temperature sensor which also controls timing. Colder the fuel temp more advanced timing is given. Like some poor soul reported to me that he will no longer mount a fan or heat sink to the VP44. What happens is you super cool the VP44 too much it will actual advance timing so far that when you go to restart the engine it will start and run BACKWARDS! This is very damaging.... Inside the PSG unit...

I'm not going to stay anonymous any more, it's just that '2 cycle Michael', feed me for a week, changed my injection pump and drove us all over the mountains to show me the area and would not take my money for his labor. I had to do something cause when you start feeling bad, taking advantage of someone. Well, I noticed some things missing on his truck is all. Especially those two little squares of boat carpet he had for floor matts. It got so bad, you guys, I even had to get a bit violent, when I had to push him away just to let me pay for a little milkshake he wanted. Now that's gettin' pretty bad, when you almost get in a fight in front of the cashier in a restaurant.

Like Quadzilla already said in my quote above is that the stock VP44 without modification can reach full advancement without any modules or programming. So this just means when timing is given. Since mechanical advancement is going to static like twisting and setting a distributor or the Special X VP44 vs. programming which is going dynamically alter the curve and when max timing is given. Like Russ Quadzilla XLT.

Just to be clear, theres the computer built into the VP44 and there's the ECM (Engine Control Module). There's nothing to indicate that the Special X modifies either the VP44 or ECM software (unless you're running an additional box or programer). I believe the changes are strictly mechanical. Again, my impression is the total advance is controled by the structural limits of the VP44 housing... whether electrically controlled or mechanically. But doing so mechanically begins the advance as soon as it starts. Remember the VP44 (as issued) is a smog control Injection Pump! To reduce smog, timing is normally retarded. What a tuner or programer (or in this case a modified IP) does is advance the timing, which gives slightly more power than stock. I can test this my swiching my XZT between OFF (stock) & Econo modes (+15 hp). The +30 mode adds fuel sooner although within the max fuel rating of the stock VP44.

You're getting close, but the timing is electronically controlled by the ecm. I have no idea how he mechanically advanced it, but i'm sure there's a way.

I bought the Cooper Discoverer AT3. Too soon to tell on this install but my last Cooper Discoverers wore like iron. I selected these for the open tread design. I also run one set year round.

Which is: http://smartyresource.com/

GOOD EVE. BILL, did you get your TOUCH yet? I got my new [your old] JR today! thanks so much,BILL, the JR was just as you said. matthew

I have my electrical fuel pump unplugged. if I need it I'll plug it in.