Mopar1973Man

I have a hunch... I think the Dodge / Cummins ECM/PCM's tend to learn from there environments. So if you tow on a normal basis and then pull the trailer off you tend to see a change in MPG's (usually down). Like me during my wood hauling times I see a decline on the first run but after that is starts to rise again... Bu then when I throw the topper back on... It slumps again... Then rises back up in the low 20's... Like today the weather got cold! down to 55-58*F from a high of 110-115*F and I can't get above 19 MPG to save my life... I contribute this to the change of condition and what the ECM/PCM was working for a average... This is just a theory but it does kind of fit... :confused:

I see I got you mind a thinking now too...Like My Mom's 1996 Dodge 1500 - 5.9L Gasser / Auto Trans (Short Box) weighs in at 5,500 pounds full of fuel. My truck broke down in weights...Front axle - 4,440 PoundsRear Axle - 2,860 PoundsTotal GVW - 7,300 PoundsGVWR - 8,800 MAX pounds...I'm sure the pic above is well over that... 8| ;)

Ok... > On the scales empty but with a full tank of fuel... I'm 7,300# pounds... I still can pull good 19-20 MPG with a full load of fire wood... 8| I'm up for a good challenge! LOL

My last trip from Missoula, MT to home (New Meadows, ID) The map of the trip... http://www.mapquest.com/maps?1c=Missoul ... ows+&2s=ID Catch me if you can... LOL

Sounds like Smarty has some great programing... It has improved you MPG's quite a bit... ;)

Now that's fun... I've done that with our older military fire truck. We where dropping foam mix in the water tank and open up the deck cannon... Instant snow! LOL As for your stuff was it the older protein foam??? We still got a few containers of that in my storage shed... 8|

Er Um Ahh... :confused: You got me... :confused

Why thank you... :thumbsup Always knew I had a few tricks up my sleeves... 8| LOL

Darn Keydl it would be a guy like you to figure out a way of doing it... 8| :wow ;) LOL

I would check for lose wire connections... :confused

I'm heading into my 3rd year now... 43,000 miles on 2 cycle oil and turning some awesome MPG numbers now! 8| :wow I know neither one of us is a 3rd Gen CR engine but... There isn't much difference to the CR engine to the 2nd gen trucks... They both work the same but the fuel system is slightly different... :rolleyes

Currently there is no way to filter ASH or the SOOT (Carbon residue)... So even Cummins will not suggest any amount over 5% of WEO/WMO to be used... This is to control the ASH and SOOT levels in the fuel. Not to mention controlling the visocity... Remember WEO is 100-110 cSt @ 100*F where diesel fuel is about 2-5 cSt @ 100*F. So as winter time get around the fuel will become to thick and might cause injector and pump damage... There is a reason why Cummins set some limits... ;) I've got a Frantz Filter and it filters down to 1-2 microns easy... But still the oil is very sooty (black) and contains ASH... I went back and did some reading up on ASH... This was copied from SAE Standards J313 for Diesel Fuels

This was copied from Chevron Web site... Come to find out it illegal to mix WEO/WMO in diesel fuel in California. Also once again even Chevron mentions that putting WEO/WMO in diesel fuel is a common preactice but suggest away from it. Being of the same problems I been talking about... ASH CONTENT (Ash cotent is to high!) Ash - Minor - Can damage fuel injection system and cause combustion chamber deposits. Causes damage in the long term... CARBON RESIDUE (Blow by gasses / carbon) Carbon Residue Minor Measures coking tendency of fuel; may relate to engine deposits. Causes damage in the long term... SEDIMENT (All the wear metals/debris) Water and Sediment - Minor - Affect fuel filters and injectors. Can cause Immediate filter plugging and/or fuel system damage... VISOCITY (Too thick) Viscosity - Bulk - Affects fuel spray atomization and fuel system Immediate and lubrication. It also affects fuel system leakage. Causes damage in the long term... Cummins Centinel get away from this by keeping the mix ratio of WEO/WMO very low compared to the diesel fuel. Typically less than 5% by volume for WEO/WMO. 5% is roughly 1.75 gallons of WEO/WMO for 35 gallons of diesel fuel. This way the Visocity, Ash, Carbon residue, and debris are controlled and kept to a minimum. This also keeps the burn characteristics of the fuel in a usable range without changing dramatically... ;)

5.16 Lubricity Diesel fuel injection systems rely on the diesel fuel to prevent wear in moving parts. In limited cases, some diesel fuel with very specific properties can have insufficient lubricating properties, which can lead to excessive wear of fuel injectors and pumps. The primary properties of concern are low viscosity and lack of lubricity. The minimum viscosity is controlled by ASTM D 975 and historically lubricity has been provided by naturally occurring surface active materials. However, these natural lubricity agents can be removed if severe hydrotreating processing is used. Hydroprocesses are used to reduce sulfur and aromatics contents and with the phasing in of 15 ppm sulfur content diesel fuel beginning in 2006 in the U.S., there is the potential for lubricity-related problems with fuel injection systems. It is important to note that not all severely hydrotreated diesel fuel will have low lubricity because lubricity is affected by the crude oil, processing severity, and blending of the fuel. Experience has shown that in 1991 in Sweden, severe injector system wear occurred with ultra-low sulfur content diesel fuel. However, California’s experience has indicated adequate lubricity performance can be achieved with its low sulfur diesel fuels if a minimum SLBOCLE level of 3000 grams (g) is observed. To assess the lubricity performance of diesel fuels, ASTM, ISO, and CEC have undertaken test programs to develop laboratory bench tests. The resulting published test methods are ASTM D 6078 Test Method for Evaluating Lubricity of Diesel Fuels by the Scuffing Load Ball-on-Cylinder Lubricity Evaluator, ASTM D 6079 Test Method for Evaluating Lubricity of Diesel Fuels by the High Frequency Reciprocating Rig (HFRR), DIN/ISO 12156-1 Diesel Fuel-Measurement of Lubricity by HFRR, and CEC F-06-A-96 Measurement of Diesel Fuel Lubricity. The three HFRR test methods (D 6079, ISO 12156, and CEC F-06-A-96) are very similar, but a number of small differences exist including the use of humidity correction factors and rating photographs. Several studies have been conducted comparing the test procedures among two types and with pump and vehicle tests. The correlation between the Scuffing Load Ball-on-Cylinder Lubricity Evaluator (SLBOCLE) and the HFRR test methods is poor. Further, the reproducibility of both bench test methods is large. Studies have also shown that the bench test methods, particularly the HFRR, predict negligible benefits from an adequate level of lubricity additives that provided acceptable durability in full scale equipment. As a result, excessive amounts of additive have to be used to obtain a good bench test rating. Both bench test methods have shown better correlation with pumps that have operated on diesel fuel that did not contain lubricity additives. Studies of lubricity test methods are continuing. Additives are commercially available that will restore lubricity lost due to refinery processing or improve diesel fuels with poor lubricity. However, some of these additives have harmful side effects such as the interaction of high concentrations of additive with the engine oil in in-line fuel injection pumps, which causes fuel filter clogging and a marked reduction in pump efficiency. Another problem has been the reaction with antifoaming additives and the deactivation of the defoamer performance. Thus, it is important that the type and amount of additive does not result in harmful side effects. A number of organizations have developed either diesel fuel lubricity specification limits or guidelines. For the HFRR the wear scar diameter limits range from a maximum of 400 to 600 micrometers (?m) at 60 °C. For the SLBOCLE specification limits range from a minimum of 2800 g to a minimum of 3100 g. ASTM is in the process of balloting a specification limit in ASTM D 975. ASTM believes that the inclusion of a single fuel specification in the main table for Grade No. 2-D requires further research because 1) the correlation of the data among the two test methods and the fuel injection equipment needs further clarification, 2) both methods in their current form do not apply to all fuel-additive combinations, and 3) the reproducibility values for both test methods are large. In the meantime, the following ASTM D 975 information may be of use and serve as a general guideline to fuel suppliers and users. The following ASTM guidelines are generally accepted and may be used in the absence of a single test method and a single fuel lubricity value: a. Fuels having a SLBOCLE lubricity value below 2000 g might not prevent excessive wear in injection equipment while fuels with values above 3100 g should provide sufficient lubricity in all cases. b. If HFFR at 60 °C is used, fuels with values above 600 ?m might not prevent excessive wear while fuels with values below 450 ?m should provide sufficient lubricity in all cases. c. More accurately, an industry-accepted long-term durability pump test, such as the ones used on a test stand or in a vehicle, can be used to evaluate the lubricity of a diesel fuel. A poor result in such a test indicates that the fuel has low lubricity and can cause excessive wear. Now jump over to my HFRR testing page and review most of the fuel additives out there and see how they rank... 8| http://mopar.mopar1973man.com/cummins/general/2-cycle-oil/hfrr/hfrr.htm While your at it you might look at what a cetane booster does to BTU content too... viewtopic.php?f=14&t=313

Ok gang... Another find I got to give credit to Rcannon over at TheDieselGarage.com for the document he sent me. Its the SAE testing of diesel fuel. I had to throw a quick post about cetane boosters and the relationship of BTU content. This just proves that high cetane fuel tend to produce less power and it also proves that high cetane winterized fuels is the reason why everyone complains about poor MPG's in the winter. Now since 2 cycle oil tends to be a natural cetane reducer this is why most of use see a small gain in MPG and the quietier engines... The fuel tends to burn slower and without the knock. More to come as I dig the information up... ;)

OK gang... I made a huge find on a long trip up to northern Idaho. When I was out on my trip I was waiting for my Mom to return back to the truck. During this time I was playing with my smoke switch. I put the MAP sensor display up on my ScanGauge II and was watching the boost pressure jump up (37.7 PSIA) and down (28.3 PSIA) to the switch. Well I kicked the idle up to about 1,500 PRM's and listen to the typically injector rattle but as soon as I kick the smoke switch the rattle was GONE! What I think is happening... (Here where it gets long!) At a idle the VP44 is at its static timing and idle fuel flow. But now you kick up the idle (off idle) the engine start using the mechanical timing advancement of the pump. Since there is no boost pressure it will continue to add timing to the VP44. But as soon as I kick the smoke switch the boost goes to MAX and timing is dropped completely. Now whats boost pressure got to do with all this??? A lot!!! Autoignition Definition The autoignition temperature or kindling point of a substance is the lowest temperature at which it will spontaneously ignite in a normal atmosphere without an external source of ignition, such as a flame or spark. This temperature is required to supply the activation energy needed for combustion. The temperature at which a chemical will detonate decreases as the pressure increases or oxygen concentration increases. It is usually applied to a combustible fuel mixture. As as you can see the auto-ignition temperature of diesel fuel decrease rapidly as boost pressure rises. Hence then timing is reduced during high boost pressures operations. So whats this got to do with MPG's??? A lot!!! Like I'm been pulling extremely high MPG's like the one in my signature... Well this is because I've been driving at speeds where I can keep my boost pressures well below 5 PSI for most of the trip. This is excluding climbing hills and steep mountain roads. During this time when you driving at low boost pressures you running off the timing supplied by the VP44 (and enhancement boxes). This is the bonus time when you get the high MPG numbers. But when you start traveling faster (65-75 MPH) you boost pressure is much higher 10-15 PSI range. Now you killed off the timing advancement of the VP44 and running off of boost pressure (Decreased Auto-ignition temps) for timing. But now your killing your MPG... We all know more boost means more fuel but it also means less timing (at least for VP44). I think this explains why I'm capable of reaching high MPG numbers and doing it over and over again... Like my last trip up to north I pulled 23.1 and 23.7 MPG... This was climbing grades and mountains along I-90 and US-95 then back down US-12. This just goes to show the rule of thumb in my signature is right on the money... "Keep the boost under 5 PSI and the Pyro below 600*F and 20+ MPG will happen!" MPG total for current tank of fuel Total MPG for the Day Total MPG for the Previous Day

Teaching people about fuel additives and 2 cycle oil is like trying to nail Jello to a tree... :wow 8| When you guys figure out how to nail Jello to a tree you passed the course... :smart (This will make you all think awhile! LOL )

Really simple there is a controller under the center seat that controls the seat belt locking... You might need to replace this module or find seats out of a 2002 and replace it completely... :confused:

I tried rolling ahead just a few feet to more leve lground on the driveway I had water slooshing everywhere. I was barely even moving... It would be tough to make a beer run and have much water left... Being the beer is down canyon on a windy road... 8| LOL

Well gang... I'm the only one with a Cummins powered redneck swiming pool... LOL Amazingly I laid a blue poly tarp in the bed of my truck and in about 15 minutes using a 1" fire hose I managed to fill my truck to the top with water. But the water is about 45*F and it down right cold... But If I leave my truck parked for about 1 hour I'm sure in 100*F weather the water will warm up... LOL

Loud Air Horns tend to help... And bright arse lights tend to wake them up (100 watt bulbs)... Either way I tend to get there attention. LOLWay I was taugh in Cally was you lean on whoever and they will move if your big enough... Well to this day I still do it. Most of the rice out there I can lean on them and they move over... Now if the rice want to try me on they find bright arse lights and a screamin' air horn up there arse... 8| :wow :nono

Dodge Cummins pulls a broke down 18 wheeler![ame=http://www.youtube.com/watch?v=_blfIGjNn_I]http://www.youtube.com/watch?v=_blfIGjNn_I[/ame][ame= ... re=related[/ame]Check it out! 8| :wow

You got to admit if it wasn't for your start of the monster thread I don't think I would of ever though of it myself... But I do thank you for starting a good thing rolling and you deserve credit for starting the little snow ball tumbling down the mountain... Now its nothing more that a landslide or a avalanche... ;) Thank you again Dorkweed for bringing the 2 cycle oil idea to life! :cheers

Well... Both houses are both wood heated so each house comsumes about 6 cords a year... So I need 12 loads to make a winter... 8| so since my friend desided he wanted my old fiberglass topper he took it on trade for firewood... So 3 loads and it was his... So basically I ran with him for Friday 1 load and 2 loads on saturday... All I can say is I'm bushed!

Hmmm... I guess I'm going to have to get the 02 out on the highway and see about getting some hard numbers using my Edge comp again... >