AH64ID

I would still call Todd and ask. He is pretty HPCR smart.

Yes I have heard the entire rail is cheaper. Just to be sure call Todd at T&C diesel. He may also be able to give you additional troubleshooting advice.

How deep are the pleats? Sure doesn't look like anywhere near enough filter at first glance.

No real good way to test it, tapping the line will not do anything. If you have replaced the FCA and are still having funky RP issue I would just swap it.

Sure looks like summer diesel. I don't really think it sounded like a fuel issue, but anything is possible. Have you replaced the rail pressure sensor yet?

silent blade helo?? You believe in too many conspiracy theories. Even the stuff that doesn't exist isn't silent.

Why not? epage 5627

I'm not really sure a write-up is worth the time. The procedure and limits are in the FSM which is available for download in the download section.

You guys think helo pilots are nuts!? That submarine is a sweet piece of equipment, but OH HELL NO!!!

They can be fully controlled, just in a quick decent.

Cracked injector bodies don't generally lead to piston failures, but they can lead to too much fuel in the oil which will damage bearings and the like. Injector nozzle and stuck injectors are what lead to piston issue. As for the compression test it should be 350 psi minimum and within 20% cylinder to cylinder, from the FSM. That being said weak batteries, weak starter, or a cold engine can effect the reading. Valve adjustment can also effect the readings. They are all very close so I would assume batteries are weak or the tester is off, or the starter wasn't ran long enough. On the most important note...do NOT run that AFE fuel filter. They are not fuel water separators and only 7um absolute, not the 3um they advertise. The best filter to run in the OEM housing is the Baldwin PF7977.

Yes and no... Helo's are quite controllable to the ground if you catch the engine failure in time, but they are going down NOW!! Figure a dual engine failure at 120 Knots ground speed (simplicity sake) and 1,000 feet above the ground. I will be on the ground in 20 seconds, and can only go 1/2 mile. You have to act FAST, or faster. Part of my job as a Maintenance Test Pilot is to test the auto-rotational capability of the aircraft. In order to do that I take the power levers to idle in a auto... in flight. Now that gets my heart going every single time.

Yes and no. The stock programming is more EPA based than anything and a small custom tune can fix those issues without increasing any stress on the motor and increase a little power and performance.

Put a MH cover on it.... Mine holds 8 quarts.

The gasket is reusable so don't bother buying one. From 2004 on all diesel trucks have the 11.5. 2003 can be tricky, but all HO's have the 11.5 and some SO/Cali's have the 10.5 with the 47RE trans.

I do wonder if the chevron chart aplies to fuel that has the Cetane chemically increased versus an increase thru the refining process.

Yes, it's a larger wheel that is much better suited for the flow of the HE351 compressor wheel.

You want higher Cetane any time in winter that your load is light, but startup is the most crucial. Even slow speed cruising will see benefits. Interstate speeds and towing don't get much of a benefit from it, IMHO. Intake air temps and cylinder temps are lower in the winter, but with the location of your IAT sensor on the 2nd gen you cannot see it. If coolant temp had that much of an effect on cylinder temps there wouldn't be timing adjustments for IAT and winter wouldn't provide lower EGT's for the same fuel/boost. The air just doesn't spend enough time in the cylinder to warmup to coolant temp before it is compressed. There are reasons that engine manufacturers want higher Cetane in winter.

You want higher Cetane in winter since it improves cold combustion, starting, and low temperature burn.

The 351 and 341 share a center section and turbine so yes you could add a 352 compressor, but the 351s run more drive pressure. The best mod would be a 351VE turbine wheel and a 351 compressor wheel.

So you haven't actually seen a LSD pump?

The pro-ATF crowd would disagree :-) What I mean is there is still a pro-ATF crowd and they cannot be told any different despite logic. This is where I see the 2 cycle crowd going It's simply the modern snake oil, IMHO. I seem to recall a pic of you showing us how 2 cycle keeps you from gelling... It certainly can't be the additives at the pump ? Just like the long VP life post 2009 must be from 2 cycle, despite the good fuel at the pump Where is said pump?

I am almost positive that pumps are required to post if its ULSD or LSD. Bad things happen if you put LSD in a ULSD truck.

Where did my post go? You delete it Mike? :-) If anything CR will have a better burn of the 2 stroke due to the pilot and average injection pressure. Anyhow, I don't buy the 2 stroke hype. I did at one point and I got a sticky residue in my exhaust and a sticky butterfly valve on my exhaust brake (only noticeable with a backpressure gauge). When ULSD first came out it was new and steps were missed getting it from refinery fuel to market fuel and it was noticeable in the high rate of VP-44 failures. This is no longer an issue. Nearly all VP owners don't use 2 stroke or any additive and most of them have OEM lift pump and VP-44's aren't dropping like flies. This article seems like it was done better than the original HFRR article, just my 0.02. 2 stroke was designed to lubricate in aresol form in a much higher percentage, I honestly don't see much good coming of it in low dosage in diesel fuel. I see the current 2-stroke in your fuel crowd as being the next ATF in your fuel crowd.

Fuel filtration is a big one on the 3rd gens. At the very least run a Baldwin PF7977 in the OEM canister, but he should consider adding additional fuel filters.