NBWW

Right now, it will be used for regional trips that might include a few nights camping. If it still appeals to me, I plan on building a removable camper for the deck similar to a truck camper, but larger. My 1st trip at the end of the month is to RoadAtlanta for the historics Mitty event. Eventually, I will trailer this to events.

6bt

Something a little different. Freightliner FL60

Nope, never did.Sold the truck and bought an older one with a straight B series motor. It's just the overall computer thing.

Yes, I thought the same. Right now its putting out 14.8 and 12.6 after sitting awhile. The alternator could still have an intermittent issue though.

Yep. That's what I did. I will try one more time. Then what?I guess I need to know if someone has done it on an '06.EDIT: I did it faster and it worked. Thanks! ,,,,but no codes, hmmm

Nothing happens when I cycle the ign key. Are you sure this works on an '06 ?

Has anyone installed the Firestone Ride-Rite air suspension?I recently bought a Fleetwood truck camper and had a devil of a time getting it home. The springs on the truck are just too soft, and the overriders don't help much. Thought I'd give these a try. I can't believe they put these springs on here! That's why it rides so good empty!

I posted the below info in the 2-stroke thread, but this is really the place it should be kicked around. Any opinions are appreciated."I have run maybe 10 fills with 100:1 and something is not right. There is a loss of power and the turbo seems a little louder when accelerating. It didn't happen until a 1000 mile trip heavily loaded.Still not sure what is to blame though. I have an apparent issue with the grid heater or something because the voltmeter will cycle, and the tach goes to near zero if under about 1400 RPM (all the time).This weekend I plan on reading the codes, and checking alternator output at idle and higher RPMI don't want to hijack this thread...will post in the appropriate place."Also will someone verify the ignition sequence for reading codes? Specifically, how many time on/off.

If it is gumming up an exhaust brake, I wonder what it could do to the turbo?I have run maybe 10 fills with 100:1 and something is not right. There is a loss of power and the turbo seems a little louder when accelerating. It didn't happen until a 1000 mile trip heavily loaded.Still not sure what is to blame though. I have an apparent issue with the grid heater or something because the voltmeter will cycle, and the tach goes to near zero if under about 1400 RPM (all the time).This weekend I plan on reading the codes, and checking alternator output at idle and higher RPMI don't want to hijack this thread...will post in the appropriate place.

Don't you just love truck armor?! Looks stout.

Ah, you are right. It would act as if it were cold and be hardly burnt. Same results as a broken quill shaft in a detroit choking the air from the cylinders. (no air, same as too much unburnt fuel)

Thanks for the clarification pics Michael. I have not been into a 5.9 before. But,,,,rich diesel burns black smoke and lean is white.I would speculate if that much fuel was getting by the rings, you'd wear them out from cylinder wash.Could they leak into the rocker arm area?

I can appreciate that dracozny.We've had some substantial med bills in the past, and I commute 600 miles a week.The past few years have been hard to concentrate on projects.See my photobucket link in my signature line if you're interested in seeing many serious one-man-band enormous undertakings. Look on the left side at the folders including a steel bridge, house, sawmill, shelby replica.

Are you saying these injectors are exposed to the crankcase and not just the combustion chamber?

If you have injectors leaking, wouldn't you be have an unusual amount of black exhaust smoke? IE: extremely rich.

I here ya jl. I haven't had to deal with that for a long time.

We were mostly just R&R guys being 2nd echelon maintenance. I was young and learned a bunch from the Cummins rep assigned to us.Fortunately, they designed the Bradley with maintenance in mind (somewhat), so removal only took a couple of guys about 1.5 hours in that weather. Much faster in short sleeves.The real battle, as you hit on was not getting frostbit, or hurt. ....Ah, the good ole days.

Thanks for the tips.It has still been cycling after a 40 mile drive.

I should invest in one. What is IIRC, and What is the sequence when using the key?Thanks for the help.The issue I'm having is continued tachometer reading low after warm up. I can see via the dash voltmeter that something is still cycling because of big fluctuation.This started as the temps began to stay near freezing.

We obviously don't get temps like you Dan.I have dealt with this in places very cold before though.Graf, Germany, January 1985, as a mechanic in the Army we received the first Bradley fighting vehicles. They were/are equipped with a Cummins 903. We had many troubles initially due to the depot over-idling them for 2 winter seasons. (bent pushrods from build-up between lifters/pushrds/rockers)Nothing like pulling 25 motors outside in 20 below.

What type of tool or reader do I need to see pcm codes?Thanks,

I used to block my rad here every winter with cardboard on the ole ford.

jturner, Figure it out yet?I have an '06 too, buy haven't had it long enough to compare.There are many cases I know of personally where thinner weight oil caused more usage, but that is different than a gasket leak. (if that is the case)

So, is there no one else here that likes to fabricate? I was hoping to see some other folk's creations.