Mopar1973Man

Oil pressure by Cummins specs. Require at least 10 PSI at idle (800 RPM) Require at least 30 PSI at 2,000 RPM.

Kind of like a Big O tire I fell in love with years ago and the quit making them.

I've gotta ask if you checked IAT and ECT temp values. Typically in stock form the timing is cranked up somewhere around 19 to 20 degree on a cold startup. Fully warmed the timing is back to 12.86 degrees. If the ECT or IAT are misreporting it might change the timing. Like MPG switch regards timing in the realm of 3 to 4 degrees from stock value as it warming up.

Nice... Fresh snow to play in.

You might want to update your signature.

I'm the odd duck in the pile that has been mostly NAPA parts without any issues. I've got both a 190*F thermostat and a 180*F which is installed currently.

I can see that during the warm-up period but after that point the viscosity is the same between 0w-40 (15.7) and 15w-40 (15.6) so there is no gains to be had after warm up. Just a point of reference for folks. 40°C is equal to 104°F 100°C is equal to 212°F

Very true. If your really offroad a bunch 35" or 37" would do much better for clearance. Again for some that do travel offroad a bunch yeah bigger tires have their merits. I can see trying to clear rocks and such being a needed thing. Be even with stock tire sizes so close at 0.65 or 0.7 inch difference that not a heart breaker. I can see where a 285's just way too much rotational mass where your 255/80 do just a bit better. All the years of running 235's not fair from your mark. Now for someone like myself, that is now committed to being a pavement pounder that -1.25 inch is a bonus with less wind drag under the truck. If was to be able to change the role of my travels I might consider going back to 235's again being that extra bit of clearance. Merits can be had in both directions just depending on what you plan on doing with the truck. Even in my day of back country travels and firewood hauling never really had any issues. Now being I run that BigTex trailer for firewood that even lower to the ground clearance wise. If the trailer will clear it the truck has no problem. I can also see the difference in the travels were you might be true offroad (I mean off the forestry roads all together cross country). That would require that kind of extra clearance.

What @AH64ID post is above...

Comparing... 255/80 R17 to 265/75 R16 basically the same width of tread. 255's are a 33 inch tire. From the ground up to the axle centers. 285/75 R16 - 16.4 inches. (+0.1 inches) 255/80 R17 - 16.5 inches. 235/85 R16 - 15.85 inches (-0.65 inches) 265/75 R16 - 15.8 inches. (-0.7 inches) 245/75 R16 - 15.25 inches. (-1.25 inches) 215/85 R16 - 15.20 inches (-1.3 inches) Not a huge difference till you get to the 245's which is an inch difference from axle center line down to the ground. Basically, you can travel in a whole 1.25 inches more snow than I can. Not a huge loss in my book.

Darn steering box brace... Oversize tire places a lot of stress on the box and frame especially offroading. Glad I'm not in that boat nor do I require it. 350k miles on the OEM box and still not damaged after 16 years. It was mostly so the rust that killed my box where the rust got back under the seal and created the leak. Beyond that Ryan said my box was in excellent shape replaced the input cap and had it sold in less than 1 hour.

Keep us posted.

Like my HX35/40 hybrid there is no ring to silence the turbo noise. No option for it either. If you upgrade turbos you'll lose the silencer ring for sure. That was a Dodge only thing. Pulling grade where boost starts to climb it sound like a turboprop getting down the runway. You could make a BHAF muffler to help silence some of that noise. I'm running a Diamond Eye 4 inch exhaust on my truck with the supplied muffler. Cruising state is just fine fairly quiet in the cab. Towing, drone gets to be an issue now with 4-inch pipe which I've never had with 3-inch exhaust. Wide Open Throttle she still talks quite loudly. I've got the muffler in the stock location is it made it simple for all the hardware to hook up.

Typically it should lock the fan by about 205 to 208F. The far end of the normal range 225F.

Man, that is one thing I'm glad I've never got to do. Open diff just change fluids and drive on.

Novembers records...

Radiator face plugged? Fan clutch working? Thermostat functional? Strange but true I've been running without a fan altogether the last week and have trouble getting over 188*F. No towing but still climbing 3 grades never even hit 190*F.

That should do ya...

Bad wheel bearing. The tone wheel is breaking loose from the hub. This is how mine failed. The bear was fine but the tone wheel would get lose and create the same cutting out of speed signal on the one hub. I tested all my wiring by ohm test from pin to pin and no problems found. You can jumper from pin to pin at the wheel. Then ohm out at the ABS module. Mine all reported like 0.1 to 0.2 ohms which is a passing grade. But seeing the speed reported the tone ring would spin free and drop the speed signal. Replace the bearing problem gone.

D'Oh! I must of needed more coffee.

I'm shocked for $29 radio. Like what the heck passes there your mind...

First off Riggins, ID can reach 115*F in the summer this is normal. Steep grade are plentiful. There are few unmarked 20% floating around. Elevation ranges from 800 feet to 9,000 feet at Heaven's Gate. Even New Meadows, ID this summer was 105*F. Actually no not true. You be cooler. EGT's will drop and the engine load will be less. I've enjoyed towing my RV and trailer with the new tires. I can stand on the throttle and never reach 1,200*F. The only thing I did was turn off the wire tap. Still running Quadzilla CanBus fuel and timing. The RV I can slowly accelerate on 6% grade still gain speed but slowly. Coolant temps only rose to 208*F, locked the fan then dropped to 195*F continue to hold the lock till I reached the top. Just for weight specs. These tires were my 235's I did have EGT's issues with these and had to slow way down to prevent overheating on some grades.

Now pay attention to flat ground EGTs while cruising. 600F and below will typically net you 20+MPG.

There is two weak spot the signal ground wire which is bare (no jacket). Then the contacts of the switch. In the off position, it should pass thru to from male to female connectors on both ECT and IAT The MPG mode IAT should see a resistance on the IAT plug to the ECM. The 6 cyl mode both the ECT and IAT should see resistance on the ECM side of the plugs. The 3 cyl mode just and IAT should see resistance on the ECM side.

Correct. There is TSB filed between Dodge and Cummins stating that Cummins wasn't allowed to retrofit ECM or software on the dodge trucks.