Mopar1973Man

Hmmm... Playing with ISX idea... I went into town today and cruised 55 MPH and took my time EGT's hovered about 500-550*F downhill to Riggins, ID. Now once I was done came back home the same road set my cruise for 55 again but instead of 5th gear I grab 4th gear for the grade back up. This put me at about 2,100 RPM's but EGT's hover at 550-600*F for the trip home. But typically same rate of speed in 5th gear would turn out 800-850*F for the climb home.

WTH???

Same here stock hx35...

I didn't see any change really stock air box and BHAF... Just the BHAF breathed better and didn't leak dirt into the system. Didn't mean that but I should of explained better... When the VP44 seem to hit the high point of MPG's is right at about 100*F IAT temps. Below this the MPG's tend to fall and performance curve starts to increase HP. As for increase of EGT's I really don't see a change from using the stock box plumbed to outside air to BHAF. Now of course looking at EGT's between summer and winter it changes outside temp do have a factor of cooling the air in the intercooler even more (hence it design purpose). So the air at the BHAF might be warm but if you not using a winter front in the dead cold of winter then the air in the manifold will be roughly +40* to +50*F over outside. In the summer I see roughly +30* to +40*F on the IAT. So on a 104*F day I see 130*F in the manifold. But on a 0*F day I will see roughly 45*F in the manifold. But the fact remain the mainfolds on the 24V do have a coolant passage in it heating the air again so... The 1/2" pipe plug just forward of the IAT sensor is a coolant passage... So just remember the air inhaled and compressed is heated... Then it cooled by the intercooler and then heated again by the coolant passage in the head... Can't win for losing...

Strange enough warmer air produces better MPG numbers though... http://mopar.mopar1973man.com/cummins/2ndgen24v/mpg-fooler/mpg-fooler.htm Colder air tend to reduce MPG's...

Hmmm... Well its on its way...

Filter minder is not measured in inches of mercury but in inches of water column. I think the filter minder is moved fully at 10 inches of water column. I've never actually measured it but the the amount of vacuum is less that sucking on a frosty milkshake but no more that sucking good sized 44 ounce drink with a long straw. The filter minder is very sensitive...

Then start a new thread and link to it... I'm interested...

These where all developed sites... West side of the lake near Tamarack...

Fuel pressure is way to low... Head over here and do some reading... http://mopar.mopar1973man.com/cummins/2ndgen24v/fuel-pressure/fuel-pressure.htm As for the light that is a internal ECM thing. You might try to have a Dodge Dealer re-flash it... Typically with my truck I never even look for te ligt or even wait I just nail te key and go. So I know the WTS light issue is a ECM problem.

I knew AH64ID would come save the day... Thanks!

Oh yeah 6,000 times a minute or a 100 times a second. So at idle its 800 RPM's (roughly speaking) divide by 2 and the injection pump turning 400 PRM's which fires all 6 injectors in 1 revolution which happens to be 2400 times a minute the injection pump fires or divide by 60 again and it actually firing 40 times a second... I don't think my hands are that fast...

Here you go guys and gals a water hammer video... This will give you a good feel of what is going on with the gauges. Now remember the injection pump turns at 1/2 the rate of the crank but fires all 6 injectors in 1 360* turn of the gear. So let say your cruising at 2K RPM's so the injection pump is turning 1K RPM's but fires 6,000 times a minute. This is why you really don't see pressure change like my video but since the frequency of the valve open/close causes a buzzing noise to mechanical gauges. Also my irragation system is much higher pressure compared to liftp pumps but the same efect happens just on a smaller scale.I blown up the filter once already being dumb and slammed shut a ball valve. It absolutely exploded!

Well I got to admit ISX is right stay in 4th gear 1:1 ratio set the cruise for 53 MPH (2K RPM's) towing the Jayco and made new record 13.1 MPG when I got home... That climbing a 6% grade with tight corners (25 MPH) in 3rd Gear. Towing a Travel Trailer (GCWR ~15,000) EGT: 600-800*FAmbient Temp: 85FHumidity: 12%Boost: 2-15psiSpeed: 53mphRPM:2000 IAT Was locked at 140*F...

Failed... Ended back home again... The are we wanted to stay around is reservations only with the local USFS station. :banghead:

Well at least for the 2nd Gen 24V series Hx35 turbo you start to worry about boost at 32-35 PSI... Then at about 40-50 PSI you start to worry about head gaskets. Then like in my little wild tale I lost a manifold bolt on a trip and lost all boost down to 8 PSI. Nice to have the gauge...

Do you have the hydraulic valve under the bed to control the rear brakes? As for the parking brakes a lot of it is about adjusting the starwheel adjusters till the shoes just barely drag. don't rely on the autoadjusters to do the job...

Basically more boost more fuel consumed! Load... You can hold you throttle steady but climb a mild grade boost will increase. Boost also keeps the EGT's in check to when towing heavy loads more boost is normal which keeps the fuel burning clear (no smoke) and EGT's down to a managable level. Like running around empty I'm lucky if I see above 5 PSI cruising... But now load my truck with firewood or hitch up the Jayco behind me I might be lucky to see boost pressures below 10 PSI cruising. But out here where I'm at in Idaho there lots of rolling hills and grades so I've seen up to 32 PSI of boost climbing a 6% grade. Basically its nice to monitor that because you know you getting a good amount of air for the amount of fuel your supplying.

Cable??? Are you drum or disc rear end? Disc brake adjustment. http://mopar.mopar1973man.com/cummins/2ndgen24v/e-brake/e-brake.htm

Caj really does have a quiet truck the amount of times I talked to him on the road I've NEVER heard the truck... Dang JL... See what I got to put up with??? Still think its funny as hell...

Yeah gang... I'm all hitched up and going to run away from home for awhile. I'm actually going where there is no power, cell service, internet, etc... Time to explore the great state of Idaho... More pics and maybe video when I return!

What size injectors? 20 PSI of boost isn't going to be enough and you going to need a boost fooler and boost elbow for the trubo so you can build more boost to keep the EGT's in control.

Apparently you still have a slow leak somewhere... Because the the only time I've seen 20 PSI on the low side while recharging was at 45*F outside temp. The other fact is it odd that the low side switch is allowing the freezing to occur that switch shouldn't alway the compressor to run below 30 PSI it should be cycling right now.. But all the dodge Trucks I've down typically will have 35-45 PSI on the low side and about 35-45*F out of the center vent.

I like the old school plumbing... JIC fittings and push loc's...

Perfect... Ok... Few questions? Q: Under heavy throttle are you seeing black smoke? Q: Do you have a boos gauge by chance if so what kind of boost pressure are you seeing? Q: Are you noticing a oil level rising? Or smell of diesel fuel in the oil?