Mopar1973Man

Be aware the ripple test must be done on the alternator not the batteries.

Majority of all oil sold today is CJ-4 API grade, There is a rare once in awhile that you'll find CI-4 CI-4+ oil for sale. Basically the CJ-4 is low emission oil as Wild & Free points out. Here is a document TDR did... TDR57_Oil.pdf

May I ask why? Why only 5 minutes and then shut down?

I'd be really interested if I had a extra funds to buy parts with. I'd love to pick up some things off that rig...

Comes down to price for me... Because of how remote I am from most things, even local purchases, more times out of ten are delayed because even NAPA needs to ship in stuff. Local NAPA is OK for some stuff but other stuff like diesel parts I highly suggest you look else where. That better be a Dragon Fire Pump... http://www.napaonline.com/Catalog/CatalogItemDetail.aspx/Diesel-Fuel-Injection-Pump-Remfd/_/R-NECXTD2H302_0498246612 There better be gold inside... http://www.napaonline.com/Catalog/CatalogItemDetail.aspx/Fuel-Shut-Off-Solenoid/_/R-CRB22355_0327881296

I've also order parts through RockAuto and had good results too. I typically get clients parts off of RockAuto when the local part store gets extreme.

Go here... http://forum.mopar1973man.com/index.php?app=core&module=usercp You should be able to change you signature and avatar. Welcome to the family...

Yes they do... Get the MX series it supports iPhone. https://www.scantool.net/scan-tools/smart-phone/obdlink-mxwf.html

No.. Its high volt code for disconnect. The signal line goes high to +5V when open because there is no signal ground. Low volt is when the signal line is pinch to ground and there is 0 volts because of the short.

Yes. It does read and clear codes too...

I really do sit back and scratch my head about drilled or slotted rotors. Like your picture about in a small amount of time with a premium brake pads it would eat the rotor to those slots and and bonus would be gone. As for drilled and slotted through the rotor most have issues with heat eventually cracking the rotors. Which the drilling and slots make it weaker. So is there any bonus when the life span could be shorten? 248k miles OEM rotors still going.

Also my thought too. Hence why you clear the codes and see what comes back. The reason why shop are not allowed to clear codes is because some areas have emissions testing and people would just clear the codes go test and pass with minor problems. So to keep the EPA off there tail they are not permitted to clear code. As a truck owner you can buy a tool and do it your self.

Codes will self erase in 40 warm up cycles but that is a long time to wait. I highly suggest you just buy a bluetooth dongle and use you phone. Really cheap (less $100) and works very well. http://www.obdlink.com/lxbt/ ScanGauge II is good but not good enough for $160... The only thing I like about ScanGauge II is the trip computer. http://www.scangauge.com/

Now I'll suggest something to you. I've seen a gent in Louisiana take a cab off with front clip and carefully set it back down on the rear window. Then proceeded to under coat the entire cab. Then had color match bedliner from the moulding down bottom of the rocker panels. Let it sit and cure good for about a week and then lift the cab back up and mount to the frame. I wish I had the pictures yet but it was beautiful done truck when done never have a rust issue will full under coating of the cab and bedliner on the rocker panels.

Too high... Alternator is failed. it should be 0.01 to 0.02 normally full loaded. Anything over 0.05 will cause mild issues. Anything over 0.10 is damaging...

Here is what I use in my set and work on nearly everything. Works great for tight places and against firewalls. http://www.napaonline.com/Catalog/CatalogItemDetail.aspx/A-C-Fuel-Line-Quick-Disconnect-Sets/_/R-SER774031_0006544316

I would start be visiting each error code and do the diagnostics. Also you might try clear the codes with a code reader (not disconnecting the battery this does nothing!). If the code returns than you need to do each diagnostics for each code. This will isolate wiring issues as well.

Yeah it's time for a cab change. Wow! That's rusted out pretty good.

If you want to verify the IAT use a live data tool and see the actual IAT temp and see if it showing a normal number. Note: Even with a IAT sensor missing it the wait to start light should cycle normal and go off. So this points to a internal ECM problem which could be caused by a bad alternator with high AC noise issues.

I don't think that tool will work on a stock valve. But most aftermarket valves it will work on.

No. It will make things worse. BioDiesel is high cetane and lower in BTU's so you typically end up with lower MPG's. The reduction is based on how high the biodiesel mixture is. 2% typically is very low reduction of MPG being its a majority of petroleum. Now 100% has the lowest MPG numbers as well as BTU ratings. High cetane is only required in the winter time to promote starting in cold climates. The only time high cetane is required other than winter is racing. When you twisting up to 4K RPM's you need a fuel to burn fast enough to keep up. Typically daily drivers never see those conditions. Also Biofuel tends to product more emissions than petroleum based fuels. There is a post by Wild & Free about biodiesel emissions. Low smoke is based on warmer intake temps, smaller injectors and quick spooling turbos like the HY35W. Black smoke is because of fuel droplets that are too big and there isn't enough heat to convert the liquid to vapor. This why the 190*F thermostat is desired more so over the 180*F is the heat to aid in conversion. Remember liquid fuel will NOT burn. Only the vapor can burn. Also there is also a point where too much fuel is injected with too little boost (lack of air vs fuel). This is more or less a need for quick spooling turbo or adding lag to your fuel map to allow the turbo to light. This is where most make mistakes and upgrade turbos and get so big of a turbo that can never light it till they are driving at illegal speeds. Cowboy and Me78569 are working on VGT controller that is stand alone. This would change the game quickly. But again it's not a stock turbo so it would fail the inspection.

One catch to be aware of. I like the looks of the wiring job! But the down side is when it comes time to pull a device out you going to add a lot of extra time to peel it back out of the looms. Don't ask me how I know.

Hmmm... My cheap $8 release tool from NAPA works fine. Matter of fact if you think that is tough try changing a compressor on 2006 Ford Taurus. Changing the flex hoses on a Dodge would be a walk in the park.

I figure I'd let you guys and gals know I've added more information to the tire pressure article. Also more photos of tire profile vs. pressure. More to come when I got a chance. http://articles.mopar1973man.com/general-cummins/35-exterior/354-tire-inflation-formula

Sorry to say but I've lost my faith in USFS fire fighters. I've seen way too many times where they use back burns too much or incorrectly. I've seen where they do more damage than good. I've actually see commander till crew to stand down and watch because it dangerous. Fire fighting is a very dangerous job but if done correctly you can gain control very rapidly. The biggest thing that scare to me death is the lack of water. My own creek that supplies water here is dry up rather quickly. When it does that it no more water for fire fighting here other than what is captured in my pond. That being said its just a matter of time before something happens here. When it does I hope that we are near a water source for fire fighting. Just remember... Salmon River Rural Fire Dept is the Largest Fire District in the State of Idaho. We are the 5th largest fire district in the Nation. 67 Road miles long and 20 miles wide for the main area but now cover all the side roads with the same 10 miles on either side or 20 mile width.