AH64ID

I finally filled up today and was surprised that my last fillup was the 6th of July. I ended up at 606.8 miles and 32.324 gallons for an average of 18.77.. Woot woot! Best of the year, 4173 miles, by 3.25 mpg. Average speed was 34.1. I got stuck in traffic a couple times, did multiple short 6 mile trips to Lowe's, several front yard to pasture loads, and think I hit WOT three times. Once for passing in the mountains, and twice at low speed to fill cars with Prius repellent for being less than polite on the road ( they started it with finger and horns, both were in the same crappy town on different days. Best I can figure I didn't do boosted launches from a stoplight and they thought I should be going faster). All in all a great tank for how I use this pickup and it is nice to see it is still capable of great mileage when I am not using it like I normally do. Including this tank my average for the year is 12.63 and I have had a trailer hooked up for 56.4% of my miles.

Kuna, Idaho

But what is the service life on them?? If you go to the Fleetguard site it sure doesn't look like they are approved for all 5.9 applications. https://catalog.cumminsfiltration.com/catalog/PrinApp.do?reqCmd=PrinApp&partNumber=LF9028&mfrCode=FLGRD&linkClicked=2&partflag=0&partflag1=0&forPartNumber=LF9028 They are a great filter but the application may be wrong. It is unknown what kind of service life they will have in an automotive application.

I am not sure I am 100% sold on those. Fleetguard/Baldwin only spec them for stationary engines.

I am pulling my oil pressure reference from a plug in the cam journal which is just above the ECM.

There is not. The ECM is programmed for a switch and not a sending unit. The only way to get real oil pressure is an aftermarket gauge.

It is county specific. Last year I paid $102 for my Cummins, which I register to 26K lbs. There are 3 weight classes for non-commercial vehicles in Idaho. The weights are for GCW. 0-8000 8,001-16,000 16,001-26,000 If you not specify you will get registered for 0-8000lbs and Idaho has been pulling more people over the last 5-7 years for this. RV's don't count towards your weight but anything else does. My trailer cost $87 last year.

Will you help get that thing under control! My view of the seven devils was not as good as normal yesterday.

Ok.. so time to run a little test. Go do a WOT run and watch your drive pressure gauge. If it peaks and falls or peaks and flutters the WG is opening. If it continues to rise until you let off the throttle then it isn't opening. Sometime a turbo can move more air at the same, or less, pressure. Between the airflow improvements of my cam and turbo I run quite a bit more air at 28 psi now than I did at 34 psi with the stock turbo. We are after flow and not pressure, pressure is just the byproduct.

Based on the Dyno testing I have done there is zero difference in power output at PoD 85 thru 3K rpms. PoD is a TPS adjustment and the way Smarty effect the TPS signal it goes WOT at around 82-83% TPS on PoD 99 which means PoD 85 still gets 100% load thru at least 3K rpms but with a softer pedal and a more linear pedal as well. Even PoD 70 gets 100% power thru around 2200-2300 rpms.

What are you using for a wastegate?

The 4 places in the state you are most likely to find what you are looking for are Mike's region which is New Meadows to Grangeville (out to Elk City), the highway 12 corridor, North Fork to Challis area, and around Island Park. There are other areas but those are the biggest ones. Look at google and see what the best place to stay is... either way you will get a LOT of windshield time. There is no fast way around the state.

Central Idaho will be the cheapest and N Idaho is closer to central than South, aside from the Salmon/Challis valley which has some nice areas as well. I think I would stay in the CDA area and plan on putting some miles on.

Why not just do the math with the actual numbers? I broke 500 miles this morning on the tank and the needle is right at 1/4 tank, but the sender is reporting 29%.

I know EFI Live allows people to adjust it.

The fires did start but probably quite a ways from your district.

Upon arriving at work today.

Being able to break the tires loose in 4th doesn't tell you anything about the strength of the transmission it simply tells you that your are low on traction. 2nd gen rear suspension seems to be much more prone to allowing wheel slip than 3rd gens. They are a strong transmission but do have a lower input rating than the NV5600. The highest OEM torque they received was 460, where the NV5600 went up to 610 lb/ft. They are defiantly cheap and more are available, but not all NV4500's are the HD version needed for the Cummins application. Yes splitting 3rd into 2 gears is a big improvement. It also allows for a slightly different 2nd ratio. Power is one of the reasons, but even with added power you are straining the trams more than needed. Torque at low rpm is what is hard on parts. Just to clarify the top gear is slightly different between the two. The NV4500 is a 0.75:1 and the NV5600 is a 0.73:1. Now I just want a 7 speed.. Similar ratios to the NV5600 on 1-5 and a 0.82:1 6th and a 0.65:1 7th.

2800 is still under 1700 and based on where we tow that is an issue and is generally due to the elevation/grade and not as much weight.. but YMMV. I find the NV5600 to be very smooth shifting and notchy is not a term I would have ever used to describe it.. now certain G56s I have driven are notchy. There is a reason that 5 speeds were dropped from the lineup and I don't think it is all marketing. I'll bet the 4500 is a lot more fun around town thou...

Have you tried it with a NV5600? The 3 to 4 drop is HUGE on a NV4500 at 67%. So you go from 2500 to 1500 which is below the place you want to be when heavy in the hills. On a NV5600 it is a 39% drop which goes from 2500 to 1700 which is still low but a lot better. It is very similar on the 2 to 3 shift. A 85% drop vs 66%. I haven't towed heavy, or with a Cummins, with a NV4500 but the gear split is quite large and I felt it. It was on a gas engine but that may make it better with a larger rpm band.

No I'd do a late NV5600, but an early can be swapped to a large input shaft right?

Gearing, gearing, and gearing... If you don't tow much, or only in the flat land, it may not be as big of a deal but here in the mountains having that extra gear is great.

I am still on the same tank of diesel and will drive the truck again tomorrow. I'll peek and see where I am at. IIRC the 2500 QCSB has a 34 gal tank vs the QCLB 35 gal tank? With you topping off I would guess you have a gallon or two more than I do with the bigger tank and only filling to the click.

I don't think it will be long until the NV4500 has the same parts issues...

The horsepower should tell the story.