Mopar1973Man

No. It's not white fir. It's a sub-family for the spruce family very similar. Great. That's fine with me. I'm tired of cleaning chimney because of choking down red fir too much to keep from roasting to death. Electric range in the kitchen. We are not that back woods. I do have electric heat in the ceiling but that is way too expensive to use being it heats the crawl space in the roof more than the room. That's been disabled years ago. Just started to check... I'll get started some time next week.

This makes me feel old too... I know I'm not as old as MnTom but there is a lot of puppies in the group. To mnTom I'm still a pup!

More than likely your going to end up making a mess out of it. Since boost level is very dynamic and change rapidly putting a fixed resistor in the line is either going to pull it down too low or push it up too high. Boost pressure under 5 PSI give the most for MPG numbers. As you push the boost up you start to lose timing advancement. This why the smoke switch back in the day failed so badly because fooling for a extremely high boost number typically gave the most retarded timing possible making the truck very doggy on sluggish.

I consume about 9-10 cords a year. But remember there is 2 houses here to heat. No propane, no electric heaters just good ol' fashion wood heat. I don't have the luxury of twisting up the thermostat and having heat. I've got to stuff the stove and light the fire.Yes. I do split it before winter. This stuff is still wet from the snow and rains. I'm plaining on going out some more and loading up with a few cords extra. The hot weather is coming hopefully next week we'll jump into the high 80's or low 90's. Give a week of that and then start cracking rounds.

Strange thing my previous load range G's where 3,750# at 110 PSI of air. Very stable tire but too small for your taste at 235/85 R16. Even my current Hifly's are a 235/85 R!6 but back to a standard 3,042# @ 80 PSI load range E's.

Born October 26, 1970... Graduated from High School in 1988... Graduated from ITT Tech in 1990... Moved to Idaho May 1, 1990... Bought my first Diesel Truck in 2002... Started Mopar1973Man in 2004... Bought the domain www.mopar1973man.com in 2007... What else...

Whew! Sigh... I just got done stacking all that firewood in a neat pile to dry for the summer.The pile measures roughly 22'W x 9'D x 5'H = 990 cubic feet. Cord is 128 cubic feet.990 Cu.ft. / 128 = 7.73 Cords7.73 cords / 5 Trips = 1.54 cords on avg. hauled per load.

Hey ISX could you post up the make and model of that compression tester? I'm really needing to buy one just for diagnostic purpose.

That's where the owner has to experiment a bit and find out what works the best for there truck. That's why I listed all the common resistor values and there temperature numbers in the IAT temp table so a owner can change a resistor to fit the tune that works the best. I typically can reach 130-140*F on hot summers days climbing mountains of Idaho which is the best temp for mileage so I used that resistor value for the fooler.

Wow. That thing is heavy. I know you over the designed limits of the truck axles (owners manual). Now you got to remember most all weights given by the dealer is typically dry weight. In other words absolutely nothing in the RV. No water, no propane, no sewage, no food, no bedding, no nothing. Pin weight and axle weights will change as you load with perosnal gear water, propane, waste, etc.Rule of thumb is 22-25% of your gross trailer weight is pin weight. 13,380 x 0.25 = 3,345 currently. Like my RV is quoted to weight 6,588 pound dry weight. But the day I bought mine I scaled it. 7,200 pounds and it was empty. That brings out another thing too RV's can come with optional accessories which will not be counted into the dry weight numbers either. That like mine is quoted 6,588 and 7,200 pounds actual well I had the optional chair, optional awning, etc. So the weight is slightly higher. The only thing I didn't figure is the 40# pounds of propane.I will admit that thing is a beast compared to my 31' Jayco Eagle.

Sure looks like a HW35W but missing the boost elbow. Here is my rebuilt HX35W.

Ok... I'll let the cat out of the bag... I graduated in 1988...

:duh:Gone out again for another vehicle accident. Once again a motorcycle rider was going way to fast and hit the side of the mountain with his motorcycle. Please people slow down there is absolutely nothing worse than ruining a vacation by speeding and getting into a serious accident. Then got to run for a vehicle fire at the other end of the district but was called off before I got half way.

Might have to change up the formula a bit to get a good pressure for the rear axle. Kind of like: Axle weight / Rear Axle Weight Limit x Tire Inflation Max Press. = Inflation Pressure 3500 / 7500 = 0.46 x 80 = 37.3 PSI 2860 / 7500 = 0.38 x 80 = 30.5 PSI So changing to that formula your basing tire pressure on a percentage of axle load. Increases the empty weight numbers.

Thank you for the part name and number...

I can break the tires loose in 2nd or 3rd gear on dry pavement. On wet pavement I can break loose in 4th gear as well. HX35W turbo is a good turbo as long as you tune around it.

Some people mount a extra tank in the bed of the truck haul a extra 100-200 gallon of water that way.Like on my RV I've got 50 gallons of water. I typically will fill two extra 5 gallon water container and place them forward up up in the bedroom as extra ballast but spare drinking water. I've gone 3-4 days on 50 gallons of water.

No. You got some errors. There should be a different weight rating on the tire for DUAL's vs. SINGLE's. They are never the same typically DUAL's are rated lower in weight. Second off you don't use door sticker numbers you use actual scaled axle weights. Like I know you rear axle right now is not weighing 7,500 pounds with a empty bed. Heck my entire truck doesn't weight much more than 7,300 pounds empty. (4440 + 2860 = 7300) My current axle weights front (4,440#) and rear (2,860#). My 235/85 R16 HiFly's rated for... 3042 SINGLE's @ 80 PSI 2778 DUAL's @ 80 PSI So using my actual scale weights and tire specs... FRONT: 4440/2 = 2220/3042 =0.72 x 80 = 58.3 REAR Single: 2860/2 =1430/3042 = 0.47 x 80 = 37.6 Here is where I get hung up. I need actually scale weights and then figure them both by 2 or by 4 and see what pans out correct also calculate maximum axle weight vs. normal Load Range E's. REAR Dual: 2860/4 = 715/2778 = 0.25 x 80 = 20.5 ??? (Awful low) REAR Dual: 2860/2 = 1430/2778 =0.51 x 80 = 41.1 Remember the door jamb is the MAXIMUM axle weight designed for the truck. REAR Max: 7500 / 2 = 3500 pounds This would create a figure above 100% (1.25 x 80 = 100.7 PSI ???) REAR Max: 7500 / 4 = 1875 pounds. This would fit but seem awfully low in pressure even at max load. (0.67 x 80 = 53.9 PSI ???) Seriously... I think is divide by 2 on both numbers but you got to use actual scale weight not the door tag.

Seriously that's what I call boondocking for sure. I love that kind of camping. Dragging the RV out to a remote area, setting up, and staying for a few days to enjoy the beauty around you. I'm getting itchy for a good boondocking trip. Most of my RV trip are down to Emmett, ID for shopping reasons but it time to head north with the RV next. Where to and when I don't know...Heck I might show up on Hex0rz doorstep for dinner one evening who knows...

Sweet...

Feel the love...

Also another fly by wire system here. I've heard that the Automatic transmission truck happen to have vacuum servo system because of the kickdown cable still need to be pulled. But the manual transmission trucks are all fly by wire I think starting in 2000.

Here is the dealer web page... http://www.bigotires.com/Tire-Detail/HIFLY/VIGOROUS-AT-601/23448 I got the 235/85 R16's...

Now just compile a version for us Linux people now too. I really don't want to have to boot up Windows.

Same math. Just use the dual weight instead of single weight. You'll notice dual weight is typically lower and so the pressure should slightly higher. (axle Weight / 2) / Dual Tire Weight Limit x Dual inflation Max Pressure = Inflation pressure.