Mopar1973Man

Next thing I'm waiting for now is to see how long it will last before he pops a head gasket. The slippery slope of modifying a Cummins.

I run the unverisal yello because its more common than the HOAT and typically cheaper. As for performance still have a perfect cooling system.

Well the software is in place now which your seeing. This meets all the current internet standards for desktop and mobile devices. As for the caching bug from last week it done and over with. I got that resolved for the most part just a matter of adjusting the cache settings now and cleaning up the under the hood stuff. No longer have two skins this is a responsive skin that automatically reacts to the mobile device or desktop instantly and display proper format even when you rotate you mobile device.

I've switch over to yellow universal.

Still could be leaking oil out the exhaust side of the turbo too so don't discount that either.

I've got to bench test the store with Nick (Me78569) and verify that it working properly as well.

Now that I've over come the caching issues I can work with Nick (Me78569) to finish the store set up and get everything working so we can sell the product.

I still think Dripley's problem is the chopped up electrical or damaged ECM on the temp sensor...

Measure with another mechanical gauge or IR temperature gun.

That would be my guess too. Even the 2nd gen don't have a fuel pump fuse or a relay either and its directly controlled by the ECM. I'm going to say that the 3rd Gens are also the same way controlled by the ECM so the only thing you can do is unplug the connector at the fuel tank. Be aware it will throw a CEL for that.

For our 2nd Gen truck all our truck take standard power steering fluid. (Non-synthetic). Using synthetic power steering fluid is a bonus but becomes very costly to flush every 30k miles. It takes about 1 gallon to flush and refill a system properly. This doesn't mean using a turkey baster either. No you can't extend the interval for using synrhetics because there is no filter system so extending the interval just mean longer debris is allowed to ruin the pump, gear box and hydro-booster. ATF is not supposed to be used in our systems. 3rd Gen (2003 and up) yes your suppose to use ATF.

I tend to agree. I would get a cheap code reader and at least check for code. Normally all codes are held for 40 warm up cycles. If the code is not trigger again after the 40 warm up cycles then it auto erased. A warm up cycle is start from a coolant temp below 140*F and rising over 165*F. That is one warm up cycle. So if you do several start and stop events in one day you would have to let it cool completely down to below 140*F to get a second warm up cycle.

I just got a package from Me78569 today. All I can say is WOW! Here is a teaser for everyone...

Caching issues I'm still working on it.

Crankcase vent on the front of the gear case.

I'm thinking about just buying the cheap Harbor freight compression test which gives me the gauge and hose and some adapters. Then pick up a Cummins test injector and I've got a compression tester I can use.

Pepsi71Ocean found that a bad set of slip ring brushes can create high AC noise issues as well so it might of been that as a cause too.

Don't feel bad I've got the same issue. I'm getting tired of the ABS and BRAKE light always on. I look a dark dash it means everything is working properly.

No doubt about that... Radiator, coolers, etc. Then pull the gear case open, make rods for the tappets and lift then and then pull the cam. Not fun at all... I've never done it yet but I know sooner or later I will...

Last night I laid in bed talking to good ol' Dripley (David Ripley) and had my tablet with me. I continued to tinker with the site on the tablet verifying function and user friendliness so far so good. I'm working on improving everything but there is only so much I can get done in a day. Like today I've got two 12V Dodge's sitting in the yard one got a fresh set of +50HP injectors to replace the +150HP injectors that were overly lopey, smokey, and stall happy. Transmission kickdown cable wasn't even installed. Then come to find out the previous shop forgot to put 2 bolts back in the manifold plate. There is a laundry list on this one that need to be dealt with. The other 12V needed to have the tubing to the boost gauge re-ran after the mice ate it. So I'm busy turning wrench through the day. The owner is get ready to leave for Mexico with the truck so he wants my personal touch like last year so he's not having issues in Mexico. Then get interrupted by a broke down RV that blew the A/C compressor pulley and I just spent nearly a hour running back and forth getting information, pictures, numbers etc trying to identify this compressor. No you couldn't just look up in a book it was a custom A/C system by Bounder on a Ford Chassis. Very rare compressor and found one in Washington be here by morning! So back to turning wrench and running the highway.

I would never cut a frame structure like that. I bet money that truck has frame issues later in life.

No. These are strictly the old length yet. Give us some time for the next batch and we'll see if we can make it longer for overhead console use. Nice part is it just the cable need to manufactured longer. Being modular you can change that fairly easy.

The only reason the blowby test came out is most don't want to spend money on the special tool to do the compression test. So the blow by test was simple for the general public to do and did require the costly tool. Like I said the only way to test each cylinder is compression test though.

I've had to re-adjust my steering box a few times. Eventually I'll have to pull my box and do both the sector and bearing pre-load adjustment of the box. All listed in the FSM. Also if the is wear occurring and the fluid is dark colored its time to flush the system out.

Dry test compression is fine and will show low compression cylinders vs. blowby which is a summation of all cylinder blowby. Like JL Welding found out you can crack one piston and still pass a blowby test but fail a compression test because compression test will show lower on a damaged cylinder. It will show othere thing a blowby won't like blown head gasket between cylinders will show up as a low number on two cylinders. Also using the compression test hose and compressed air you can pressurize the cylinder and feel the air escape through the adjacent cylinder. So blowby test is a quickie test but no conclusive of what is going on.