AH64ID

How nice would a full time transfer case be? I would use it all the time when towing on dirt roads, and in light snow/ice/rain it would really improve traction.. Then when the going gets touch lock it in part time.

Is your 04.5 stock? A Smarty Jr will give you a decent bump in mpg's, and drop the EGT's.. without having to worry about a water tank, and a head gasket.

Save yourself the headache and just buy a posi-lok!

Sure doesn't look like its worth it to me.

That makes sense. Min number is probably derived backwords from timing requirements for emissions.

Yep.

Without a dyno thats the best we can probably do.

From the research I have been doing its very hard to test the effects of Cetane. You would need 2 samples of the same fuel, and have one with an additive that boosts the Cetane. But I can't think of a single way to determine ignition point. I am really not sure your going to be able to make a video showing the effects of Cetane. Since diesel fuel is the only fluid that has a Cetane rating and there is supposed to be a minimum I don't think you will find a sample with a very low Cetane, and then a very high Cetane. What is there that shows 2 Stroke lowers Cetane? Unlike octane where you can go from 87 to 93 and notice a difference in ping, there just isn't anything on a diesel that shows that level of difference.. *Maybe* if you had a powerstroke and had 2 tanks, one with #2 and one with #2 and a Cetane boost and did some cold (20*) starts without use of the glow plugs you could show easier starts and less white smoke.. but white smoke isn't a common issue with Cummins, but I have seen it plenty on OBS Strokes. But to show the differences in one property of a fuel all the other properties need to be equal, even for a simple test. --- Update to the previous post... From what I gather Cetane has the largest effect on cold starts. After the engine is running it should provide a smoother, and quicker ignition; however, that's really hard to quantify. The advanced timing should provide for more hp from the same amount of fuel, which should equate to better mileage (as less fuel is needed to make the required hp), but that contradicts what Mike's ATSM chart shows... Really the best thing will be to dyno a truck, 4 runs. The first 2 with normal #2, then add cetane boost (enough for a 7 point boost) and run 2 more runs and compare the graphs. That will tell you honest effects of cetane on the engine. --- Update to the previous post... If it really does advance the timing it will be quantifiable.. SW1 on my Smarty Jr is good for 10/100 over stock on timing only. Timing has the biggest impact (at least on a 3rd gen) in the 1500-2400 rpm range, so I would even be happy if the Cetane boosted hp there and lost hp at the upper rpm range, say for a -20/+50 gain?

That was a great read!

I run a 2" level kit on my 3rd gen, and I don't think the wheel wells are too much different as far as tire fitment goes. I have run both 285/70/17 and now a 255/80/17. Both of them have enough room to run HD chains, so I can't see why a 35" tire wouldn't fit. There are also some 1" level kits out there, which don't effect axle placement as much, but still improve the looks and stance. I have debated about ditching the 2" for a 1", but like how high my bumper, oil pan, and winch (when installed) sit with the 2" so I'll probably keep it.

It was nice to meet you as well... We'll have to grab lunch next time your in town.

Here are some generic terms and definitions. SIGNIFICANCE AND USE OF THE RECOMMENDED PROPERTIES For the benefit of our customers and other interested parties, the following section summarizes the critical properties of diesel fuel and, where appropriate, the reason for EMA’s selection of a particular quality level of that property. Flash Point The flash point temperature of diesel fuel is the minimum temperature at which the fuel will ignite (flash) on application of an ignition source under specified conditions. Flash point varies inversely with the fuel’s volatility. Flash point minimum temperatures are required for proper safety and handling of diesel fuel. Due to its higher flash point temperature, diesel fuel is inherently safer than many other fuels such as gasoline. Water and Sediment Diesel fuel should be clear in appearance and free of water and sediment. The presence of these materials generally indicates poor fuel handling practices. Water and sediment can and will cause shortened filter life or plugged fuel filters which can in turn lead to fuel starvation in the engine.In addition, water can have negative impact on fuel corrosion and on microbial growth. It is for that reason we recommend separate analysis and maximum levels. Distillation This property provides a measure of the temperature range over which a fuel volatilize or turns to a vapor. Volatility is one of the primary factors which distinguish #1 from #2 diesel fuel. No. 1 diesel typically has greater volatility than No. 2. The highest temperature recorded during distillation is called the end point. Ideally, one would specify an end point in the definition of fuel properties. However, because a fuel’s end point is difficult to measure with good repeatability, the fuel’s 90% or 95% distillation point is commonly used. EMA prefers the 95% distillation point since its reproducibility is acceptable and it is closer to the fuel’s end point than the 90% point currently measured in D 975. In applications which operate at low loads and frequent idle periods, like bus engines, lower end point is desirable to reduce smoke and combustion deposits. Hence EMA recommends distillation temperature specifications lower than the current D 975 specification to cover those applications. Kinematic Viscosity Viscosity affects injector lubrication and fuel atomization. Fuels with low viscosity may not provide sufficient lubrication for the precision fit of fuel injection pumps or injector plungers resulting in leakage or increased wear. Fuels which do not meet viscosity requirements can lead to performance complaints. Fuel atomization is also affected by fuel viscosity. Diesel fuels with high viscosity tend to form larger droplets on injection which can cause poor combustion and increased exhaust smoke and emissions. Ash Content Ash is a measure of the amount of metals contained in the fuel. High concentrations of these materials can cause injector tip plugging, combustion deposits and injection system wear. Soluble metallic materials cause deposits while abrasive solids will cause fuel injection equipment wear and filter plugging. Sulfur To assist diesel engine manufacturers in meeting mandated limits for particulate matter in diesel engine exhaust, sulfur content is limited by law to 0.05% for diesel fuel used in on-road applications. Copper Corrosion The copper strip corrosion test indicates potential compatibility problems with fuel system components made of copper, brass or bronze. The limit requires that the fuel not darken these parts under the test conditions. Cetane Number/Cetane Index Cetane number is a relative measure of the interval between the beginning of injection and autoignition of the fuel. The higher the number, the shorter the delay interval. Fuels with low Cetane Numbers will cause hard starting, rough operation, noise and exhaust smoke. Current commercial fuel cetane requirements may not adequately address these customer satisfaction issues. Generally, diesel engines will operate better on fuels with cetane numbers above 50 compared to fuels with cetane numbers of the national average of approximately 45. Cetane number may be increased through the refining process or the blending of combustion ignition improving additives by fuel suppliers. Cetane index is an approximation of fuel ignition quality through measurement of distillation range and specific gravity. It is not affected by the use of combustion improver additives; therefore it produces an indication of the base cetane number of the fuel. Ramsbottom Carbon Residue The Ramsbottom Carbon residue test is intended to provide some indication of the extent of carbon residue that results from the combustion of a fuel. The limit is a maximum percentage of deposits by weight. API Gravity This is a measure of fuel’s specific gravity or density. While specific gravity has no units, density is defined as mass per unit volume and both are temperature dependent. API gravity is defined as follows. API gravity of diesel fuel has a profound effect on engine power. As a general rule, there is a 3-5% decrease in the thermal energy content of fuel for every 10 degree increase in API gravity. This decrease in energy content will result in roughly the same percentage decrease in engine power. Use of fuels with higher API gravity will also result in higher fuel consumption (lower mpg). EMA’s recommendation to include a maximum API gravity is based on our understanding of customer needs to maintain engine power, while minimizing fuel consumption Lubricity Lubricity describes the ability of a fluid to minimize friction between, and damage to, surfaces in relative motion under loaded conditions. Diesel fuel injection equipment relies somewhat on the lubricating properties of the fuel. Shortened life of engine components such as fuel injection pumps and unit injectors usually can be ascribed to a lack of fuel lubricity and hence is a concern to engine manufacturers. This property is not addressed adequately by ASTM D 975. ASTM has issued two tests to measure lubricity: the High Frequency Reciprocating Rig (HFRR) and the Scuffing Load Wear (SBOCLE) test. Current acceptability guidelines for both tests are provided in our chart. Aftermarket additives for improving diesel fuel lubricity should not be necessary and are not covered by this recommended guideline since they may react chemically with other additives causing them to lose their effectiveness, drop out of solution or even plug filters. Accelerated Stability Diesel fuel should be stable under normal storage and use conditions. Unstable fuel will darken and form black particulate materials which will cloud fuels and create gum residues in the fuel system. Although the accelerated stability test is intended to predict primarily storage stability, it can provide indication of overall fuel stability. Detergency All diesel fuels which do not contain detergents have a tendency to form carbon deposits on fuel injectors. It has generally been found that low sulfur fuels and thermally unstable fuels have a greater tendency to form these deposits. Detergent additives will prevent carbon deposits, which interfere with fueling and fuel spray patterns, from forming. Dirty injectors will invariability give rise to higher smoke levels in all equipment and in some equipment can limit power by restricting fuel flow. Diesel fuel detergency can be measured using the L10 Injector Depositing test. Passing limits for the test are provided in the attached table. These limits are expressed in terms of a CRC rating for injector cleanliness and a flow loss criterion. Low Temperature Operability Several tests are commonly used to characterize the low temperature operability of diesel fuel. These are Cloud Point, Cold Filter Plugging Point (CFPP), and Low Temperature Flow Test (LTFT). Among these, the LTFT is preferred by EMA as providing the best overall correlation with field performance. However, for non-additized fuel, cloud point and LTFT correlate very well. Since Cloud Point is more practical as a refinery quality control test, it is listed as our primary recommendation.Low temperature operability of bulk diesel fuel can be negotiated by the customer and fuel supplier. However, in the retail fuel market, low temperature operability is the responsibility of the fuel supplier. It is adjusted on a monthly basis during the winter, or sometimes sooner depending on expected ambient temperatures at the point of sale. Low temperature flow requirements usually vary depending upon fuel filter media and the presence of fuel heaters. However, to avoid operational problems the selection of a fuel’s low temperature properties should be made based on the lowest ambient conditions expected during operation. Unless specifically recommended by the engine manufacturer or discussed with the fuel supplier in advance, modification of the waxing properties of fuels using aftermarket fuel additives is not recommended as an option for meeting the low temperature operability requirement, because of possible incompatibility with other additives already contained in the fuel.

Haha.. Thanks!Here are the fuel requirements for the HPCR, and maybe other years as well.

Have you tried re-seating it?Do you know if you have the ECM flash that makes the oil psi gauge fake? If so then I really don't think it matters what psi sender you get, as long as it shows pressure where there is some the ECM won't care.

But I'm really not going that complex... just stating that there are several other things that have a much larger impact on your results than Cetane.

Look at the ADII 165, it has an adjustable pressure regulator. For the flow you need you can use the OE pickup and not worry about draw straws.

I agree with the winter use.. My truck runs great on B20 (when it doesnt gel:banghead:), and I didn't notice much of a mileage hit when empty cruising, but it was quieter, had more fuel pressure, and smelled great!But gas doesn't have cetane, at least I can't find anything stating it does. Cetane is the fuels ability to compression ignite correct, and is only rated on diesel. Gas burns much faster than oil becuase the vapor pressure is MUCH higher. At the very low end the vapor pressure of gas is around 4.5. The vapor pressure of kerosene is .1, and motor oil will be a lot lower than that. Again, its really hard to quantify any of this data on Cetane differences, those 100 other variables are to blame, not Cetane. I know I keep finding ways to burst your bubble, but all the data needs to be considered.

Try draining the line by draining the filter bowl. Its what I do when I work on my fuel system and it really reduces the spillage. Good luck and hope that fixes it.

While I don't know about the specific hose you are looking *most* coolant hose doesn't like fuel, and vice versa.

I have seen fuel from green to brown over the years... The color varies a lot.

Exactly, nothing invasive and very fast.

Are you looking at the full AD or the Raptor? The Raptor is internally regulated, so its not always pumping 150 GPH, or you would be at super high pressure. The 150 has the ablilty to pump 150 GPH, so it shouldn't allow for much of a psi drop until your demanding more than 150 GPH.. So you won't notice a difference in anything if your not demanding more than 100 GPH.

I have never ran the Amsoil semi synthetic, but I always read great things about it... It has crossed my mind to run it and dump it once a year, vs the AME and running for 15K miles... But the AME is working for me, so why change. Its only .90 less a qt.

I found this from Cummins. ? Cetane Number ? General Description – Cetane number is a measure of the starting and warm-up characteristics of a fuel. In cold weather or in service with prolonged low loads, a higher cetane number is desirable. ? Test Method – ASTM D613, ISO 5165 ? Fuel with a cetane number greater than 55 may cause increased torque peak smoke. Reference ASTM D613, ISO 5165. --- Update to the previous post... Yeah its a really hard thing to test, without being on a dyno.. Based on that info I found from Cummins I will still use Cetane boost, but in a smaller dosage and mostly when I am empty or low load in winter. But then again I haven't noticed a bit of difference with or without it, and had too many variables since I stated using it to comment on hp, mileage, etc.

Yeah that mike is done :-)