AH64ID

Sounds normal. The 180° thermostat opens at 180° but isn't full open until 198° so fluctuation is to be expected.

IIRC there is very little, if any, overlap on my cam. The colt stage 1 I rad did have a bit thou. Interesting enough the dynamic compression ratio doesn't include valve lift/duration into account. I wonder if you could find the stock cam specs.

I have the info on my 178/208 at home so I would guess Tyler has it on the 188/208.

Is the marine engine bowl size larger than pickup pistons? The marine Pistons in my CR have the same size bowls but my compression is slightly lower due to protrusion differences. I should be around 16.8:1 I would think that a slightly larger cam would help as that is more air being compressed which should acheive a higher pressure and temperature.

Not sure it matters how they are shutoff or removed, my point is that per Cummins they aren't needed above 10°F but looking at the posts in here I am guessing that's a HPCR thing and probably has a lot to do with the pilot injection. They are operational below 66°F but not out of actual need.

I thought that the grids were emissions based above 10°F on all ISB's, but it sounds like that may be a HPCR thing. I have started in the low 20's without the grids and it starts/runs like it does at 50°.

What all does that include? Cam? Twin kit? etc

What is in position 61?

I would cap each injector line at the rail and leave the lift pump with power. It will get fuel and be fine. Even if you disconnect the lift pump it will be fine.

Very bizarre. On another note... how come the new software doesn't show you who likes a post, just that it is liked by "x" number of people?

Oddly enough the last notification email didn't make it's way to my junk box... I am not sure I buy that theory, only because I only go to diesel sites anymore and this is still the only site with issues. I find it hard to believe that it's just a end user "junk" issue when it is isolated to one site.

No reason to pull the CP3, just make sure that the injector lines or CP3 outlet is plugged or fuel will go everywhere.

I really only use hotmail for forums and this is the only site in my many, many, years of this hotmail account and forums to ever have an issue... and it has been a major PITA. I have changed email providers for all my forums and always come back to hotmail for forums. Their layout and rule sorting works better for me than any other the other providers I have used... and I have tried several all thanks to this site. I am now sure why this site has so many issues with hotmail but Michael must have pissed them off at some point :-)

admin@mopar..... After a LONG time it was finally removed from the blacklist and worked again... until the site update and email change. What is odd this time is the support@mopar.... isn't completely blocked and comes in but goes right to junk regardless of how many times I tell hotmail it is safe. With the previous blocking it never went to junk it just got lost in cyberspace.

What about going back to the non-blocked email address that was previously used??

I don't have the 01 FSM on this computer but I downloaded it from the downloads section of this site.

I agree. I run about 400/850 to the ground which translates to ~480/1000 crank power and I rarely, if ever, go above 80% load while towing. I will hit 100% load occasionally while passing, towing or empty. Based on personal experience and some research I don't think the cooling/oiling system can handle much more for actual use while towing. It always makes me laugh to see guys state they need 550-600 hp for what they tow. You cannot maintain that kind of power in a LD drivetrain and stay cool, properly lubricated, and keep a drivetrain alive. CFM is HUGE and far more important that boot. Cam and turbine wheel/housing play a huge role in determining the boost per CFM. I always use my truck as an example. I run about 7 psi less peak boost than I did with the stock cam/turbo and make over 100rwhp more with lower EGT's. So what is better?? The new cam/turbo is far more efficient which is why it is cooler, has more power, and runs less boost. I went from a peak of 37ish and an average (on a grade) of 32-34 to a peak of 30-31 and an average of 24-26 psi on a grade with more power, more weight, lower EGT's, and the same speed.

Have you looked under the relay box? I bet you find one. Go look in your fuse/relay panel. It is most likely there. All the wiring diagrams show it. The ECM does not have the power input to have that kind of power output. All the ECM can do is trigger a relay. If you look at the TIPM trucks that do not have relays (06+) the ECM still just triggers the TIPM to provide power. The ECM is not providing the actual power.

Grrr.... you also changed the email address and now I cannot keep them out of my junk folder despite marking them safe.

I have seen a lot of ring issues lately on the late CR motors (04.5-07). We rebuilt dad's 06 in June with 2 broken rings and oil consumption, and several others have popped up. As far as the fuel pump the 03-05's have a relay that is ECM controlled, as do the 2nd gens (looking at a 2001 FSM right now), but it does not appear that 06-07's do with the TIPM.

I would replace that adapter with OEM stuff.

I was thinking the same thing... Thought I clicked the wrong link when the site first opened up.

I now have a bit of towing, empty, dirt, and loaded miles on the new tires and I LIKE them a lot!!! I'll keep them on for a few months and then back to the 19.5's for the spring/summer.

I thought o-ringing a head on a daily driven motor wasn't recommended as the rings are not fond of heat cycles?

Personally I'd just pull the cover over tapping the housing.