AH64ID

I would be getting a FASS 95 GPH pump.

A misfire and blow by can be 2 conpleatly different things so I wouldn't bank one on the other. Broken rings, or excessively worm cylinders walls, can still fire with no codes but will not pass the blowby test.... Unless the test is to see how high the oil cap will go. You can throw an oil cap into the hood and still fire on all 6 and not even be that rough on a warm motor. If the misfire is from a lack of compression I am almost positive you will not pass a blowby test... Based on what I have seen for blowby tests. For $20K he better have gotten two spare engines with a rebuild. CR injectors don't pop... So no pop testing required. They have full pressure all the time. OP.. You are running without a NOx canister and no tuner? That would be a PITA to steal as you have to lower the transmission crossmember to get it out. Or are you taking about a DPF? P242F Is for the DPF and not the NOx canister. Running without a DPF and no delete tuner is asking for trouble. DPFs are quite $$$ I think I would file an insurance claim on the theft and get a tuner.

16's do have better/stronger tire choices but having driven some 4K lb rated LRE tires and some 4.5K rated LRG tires with about 7K of axle weight on each I will take the LRG any day. Even if they are both at 75% loading the LRGs are so much more stable and I don't want to go back to LRE's for loaded driving even if they have the rating.

Gotcha. If you just have on additional filter I would run the p553203.

Your sig says bone A$$ stock but those filters listed are not for a stock truck... what aftermarket setup do you have? PF7977 is the best is gets for the OEM cansiter. DBL7349 is the best for oil FF5814 and P553203 are great filters, but what are they going on? That statement is generally true for engine oil, but I would be very careful with fuel on a HPCR as there are plenty of filters being used that are worse than stock.

Sounds like you any want to put another few easy heat cycles on it an retorque it again for the o-rings. You aren't really dumping "good" oil since the oil has all the dissolved assembly fluid and such in it.

You can get a smarty s-03 or a touch, but both have the same tuning once installed.

Manuals do have TM on VP44 trucks, but I don't recall the exact year either... 2000+ sounds correct but???

I would guess it was just during breakin, but??? The o-ringing makes sense and I must have missed that. The o-rings need multiple torque sequences to crush the ring and not to stretch the stud, AFIK. The GDP instructions are great. Are you calling that the 3 torquings? Or have you broken the torque and re-torqued 3 times after running it? Standard head gaskets just need the 3 stage (different than 3 times) torquing, whereas o-rings need to be completely re-torqued multiple times to ensure the o-ring is crushed/seated. Even the 4 times GDP has you break and torque on the initial install is 1 torquing, IMHO. O-rings need torqued and allowed to sit, then broken and re-torqued, and time to sit... etc. Yes head-gaskets can be compromised when doing the one stud at a time method if you do it wrong. The one stud at a time method is the basis for the GDP instructions and a new head is different but staged torquing is still used you can just start with a lower value since the HG isn't clamped down yet. When the engines are assembled at Cummins they have a machine that does all the head bolts at the same time with the same torque which is pretty cool.

Gotcha. I was just thinking the ppm increase since diesel oil has a fair amount of ZDDP in it anyhow.. CJ is lower than CI but still more than the gas oils on the market by a lot. Ever figure out why your builder doesn't want synthetic? That is still 100% opposite of any explanation Inhave ever heard, and synthetic would open you up to CI oils that don't need ZDDP additive. All high performance OEM builds require synthetic. Did I Miss you o-ring or fire ringing the head? Or are you just torquing it for the sake of torquing it? I haven't ever heard of a need for more than a cold and a hot on studs with a standard head gasket, and even the hot it just preference by some. Just curious is all. Yes the higher rpm pulling is great. Even my cam pulls much harder thru 3000 and it is labeled as a idle-2500 rpm cam.

Why 3 bottles of ZDDP on the next change? Is there a reason you are waiting so long on the retorques? Or is it just out of convinenance? A good cam is fun! i am surprised you gained so much boost but maybe that's the turbo? I dropped boost with my cam but increased airflow. Heck I don't hit 34-35 psi now on a 400rwhp tune.

I'd say so Still no restrictions per their website.

As of this morning Payette has nothing on their website, and even has a statement that they are not in restriction at this time. http://www.fs.usda.gov/detail/payette/home/?cid=fsm9_030949 Sounds like an overzealous sign manager :-)

I hadn't heard about those yet so did a little looking around at it appears to be isolated to the Nez Perce NF and we are still restriction free in the Payette NF and Boise NF... which is funny to me since the Nez Perce seems to get more moisture than Payette and Boise National Forest. Did the chainsaw time change? Or is it not set? I thought the last time I saw chainsaw restrictions it was 10am, but this time it says 1pm.

What happens when you start it cold with the cap off?

But that is 1000° on the piston right? So I would wager, based on fuel/rpms/timing/etc, that piston crown temps would exceed 1000° with EGT's in the manifold of less than 1000°. They don't last long thou. It would be a cool, thou difficult, experiment to take several engines and run them all thru low load driving for a while and then see exactly what EGT's start cleaning the carbon out. Either way I don't think it takes long to carbon back up, and a good 6 hour tow of 900-1200° should have the pistons all shiny :-)

Are the 24V gaskets not MLS? Do you think it is combustion pressure pushing on the coolant?

Welcome to the site. I would think you need to add the trim code to the ECM. How many injectors did you replace?

I've never heard of that option and would love to see pics.

Looking at prototype photos and the article below there are some discrepancies. The article states a AAM 10.5" axle and a Aisin AS69RC transmission. The proptotype photos do not agree. The rear axle pictures is clearly the 14bolt semi float axle, which is built by AAM but has a 9.5" ring gear. The transmission is similar to but visually different than the AS69RC. Additionally, the AS69RC is HUGE overkill for 555 ft/lbs and a ~20K GCWR and expensive to boot. I think it's uneducated speculation by Truck Trend. What do you guys think? http://www.trucktrend.com/news/1507-video-nissan-shows-hardcore-fans-new-2016-titan/

The goal is to reduce peak pressure which is for reducing emissions. Even on the SCR trucks they have tuning for emissions just not as bad as 07.5-12. Power can be made with one bigger shot on the main event than several smaller shots, but one big shot means more pressure and that is generally more efficient. The further you get from peak pressure at 12-15° ATDC the more fuel you turn to heat instead of power. You can only get so much fuel in early with a break in injection events. It's is like having oversized injectors but not increasing the power output. A shorter injection time with a quicker ignition and faster burn is better for power/performance/economy but produces a higher cylinder temp and pressure which results in NOx production. My rwhp is the same with the BBi's as it was with stock injectors but it makes the power a lot better.

Fleetguard does not have 2um absolute media, they never have. You should place another call to Fleetguard, as the specification used doesn't even allow for 2um absolute. They have called several filters 2um over the years but none have been 2um absolute. The last series of Fleetguard filters that have 2um printed on them where actually 5um absolute. Nanonet is 3um media on the tight side, some are rated higher. The 10-15 6.7 engine mounted filter is a 2 stage filter. It has a f/w separating 5um outer layer and a 3um inner layer. AFIK only the 5um layer separates water.

The underhood is a 3um NanoNet filter. I have read some speculation that the 68197867AA is Racor made but that seems odd considering Cummins is Fleetguard.

3rd gens are heavier. My heaviest trip of the year (actually last trip was heavier but I can't find the notes). F:4820 R: 7060 GVW:11900 TAW: 7580 GCW: 19480 Travel Trailer, 2 ATVs, 2 adults, 3 kids and a dog.

I run EV2's and a Touch... they both do things the others can't. I run my pyro at >1250°..the most common "max continuous" EGT for a tuned motor. boost at >38 fuel psi at <3 oil pressure at <15 drive pressure >75??? It's not installed and I don't recall exactly what pressure it is at.