Mopar1973Man

Sneak peek... I know that JL Welding got his truck running today... I heard it for myself... He's tickled to death that it runs so much better... But i'm going to let him tell the rest of the tale...

Here is a learning curve for ya... http://www.eng.wayne.edu/page.php?id=4971 Lowering sulfur levels in diesel fuel is one of the methods to reduce exhaust emission of diesel engines. Prior to October 1993, the diesel fuel that was sole in the usa had a sulfur level of approximately 5000 ppm. In 1993 the EPA mandated that all diesel fuel sold in USA contain 500 ppm or less sulfur. On June 2006, the EPA again lowered the level of sulfur in petroleum diesel fuel. The new standard is 15 ppm. The need to reduce the exhaust removes sulfur and significant amounts of polar and aromatic compounds that give conventional diesel fuel adequate lubricating capability. Low lubricity in diesel fuel can cause engine problems unless treated with additives. Measurement of diesel fuel lubricity characteristics is important in order to monitor lubricity additives and final fuel quality. Engine manufacturers need a quick, dependable, cost effective solution to predict fuel lubricity. HFRR is one such test to measure the lubricity of fuels. HFRR and SLBOCLE are two methods for evaluating diesel fuel Lubricity. HFRR is capable of rubbing a steel ball loaded with 200 g mass against a stationary steel disk completely submerged in a test fuel at 60 C. The apparatus uses a 1-mm stroke length at a frequency of 50 Hz for 75 min. After 75 minutes of test time, the ball is removed from the vibrator arm and cleaned. The dimension of the major and minor axes of the wear scar are measured under a microscope and recorded as HFRR wear scar diameter. Higher the lubricity smaller the wear scar diameter.

I know the feeling most times...

My thought on 50:1 with gasoline is that if my chainsaw still has good compression after 15+ years of service then I know that 128:1 against diesel should be darn close to zero wear... But the only way to test that is some have a HFRR test rig... As for my calc program it was using the infromation from the diesel place testing everything is spits out is in theory...

Ok Gang... I know we got a lot of knowledgeable guys with a few extra part in the garage and a bit of extra time here and there... I got a wonderful member that is need of help here. Russ is in a pinch with the economy going down and with his disabilities it hard for him to do the work himself. So I'm asking all the members of the site to please look at this message below and see if you can help Russ out... What I'm asking is if there is any member on the east coast near Rhodes Island that could give Russ a hand by either donating time or possibly parts to his cause.

Yes I can answer that... Bosch already did the testing on VE, VP44, and CR fuel systems... And there results are anything under 450 HFRR is safe... There full document is here. http://forum.mopar1973man.com/downloads.php?do=file&id=1 So using Diesel Place test results anything under 400 HFRR is good... http://mopar.mopar1973man.com/cummins/general/2-cycle-oil/hfrr/hfrr.htm But remember todays fuel is suppose to contain some lubricant about ~520 HFRR is typical number... But remember I'm running 128:1 ratio so the HFRR is below 400 HFRR in theory...

The only thing I can think of that kill light bulbs is vibration, overheating, moisture/water, touching the bulb cartridge, overcharging electrical system.

Yep... Sounds like something is wrong on your side... ECM most likely... Did you try having the dealer flash it?

Good way to gain HP/TQ and quicker spool... But my question is how about longevity and MPG's?

That's the one I always for get about... But Gassernomore got it... Thanx...

Point of reference... 400-450 HP is a fairly easy point to reach and doesn't require a lot of expensive reworking...

It funny if it under a warrnty they would bench it and tell you its broke or failed anyways... Keep digging there has to be a answer somewhere...

That is screaming restriction or the volume demand is higher than volume supplied. which is... a. Suction restrictionb. Fuel filter pluggedc. Bad fuel pump A good fuel system should only drop 2-3 PSI... Max of 5 PSI beyond that you got serious issues. I typically idle at 17 PSI and never drop below 15 PSI. Here is my straw... I can barely fit a quarter under the tip.

Just stop in a hardware store for the bushing... (3/4 to 1/8 NPT) As for the tubing get that at NAPA get Air Brake line (1/8") Polyon line. This stuf never breaks or fails...

Yup!

No actually it was a editor setting on his side... Back in your UserCP there is a editor selection and yours was set for Basic (no BB Code) but I changed it for you to WYSIWYG...

With the boost bolt you got to be very careful not to snap it off since the bolt is thin walled. Then the tubing will always be sticking up and everytime you do any work on the truck it going to take the chance of snapping the tubing off... With it in the side of the head it can be routed down and out of the way so it highly unlikely to break the tubing. Kind of like Geno's Garage had a fuel filter lid with a 1/8" NPT tap for fuel pressure gauge... It not very popular because the tubing go damaged from it sticking straight up like mention above. Not to mention you had to remove the tubing everytime to change the filter...

Hmmm... I still stand behind my orignal idea of having both bench tested for a small fee and take the risk out of guessing...

Sounds like the batteries were done...

For a Napa Starter its $243 with a $99 core charge... So if LarryB's contacts was $29.95 I say its a huge savings of 837%!!!

Just fine... The new contact fixed it right up... LarryB's contact kit does the trick nicely...

I've not exactly drove big rigs but I driven a lot of large fire trucks that could compete with big trucks.

Happy birthday... Get round for ProWelder <- Prowelder

Here is the tested list... The lower the HFRR the better... http://mopar.mopar1973man.com/cummins/general/2-cycle-oil/hfrr/hfrr.htm As for me I'm getting ready to clear 100K miles using 2 cycle oil. No problems here...

Wow! I bought mine from Cummins and got the MAP sensor and adapter harness for $130... (Tip for the future)