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04Mach1

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04Mach1 last won the day on December 1 2018

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    Grants, NM

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  1. Did you know what you were getting when you bought them or did you cross your fingers and hope they fit? The fit on yours look good to the grille but the gap between the bumper and headlight looks a bit wider than the the fit between bumper to grille. I've always kinda felt like a guinea pig when buying aftermarket parts because you never know what you are going to get.
  2. I still have my first car, a 1978 F150 . Worked my butt off for my grandpa for a summer for it. Second car was a 1957 T-bird that my grandpa challenged me with, it had been sitting for 20+ years in the New Mexico sun. He told me if I could get it to run it was mine. I got it running but it was 1997 and gas was floating around a buck a gallon. I was 16 working part time at $5 a hour. I "thought" I couldn't afford to feed 2 V8's so I sold my T-bird and bought a running 4 banger 1987 GMC S15 with 90k miles for $500. I wish I would have kept the T-bird and restored it now. 22 years later and still have the 1978 F150 that still runs and drives great. I also still have the 1987 S15 although it hasn't ran since 2008, although some fresh gas and a battery it would probably start right up.
  3. Yep. Pretty much in the CARB and EPA's eyes all tuning is illegal especially when it involves removing emissions equipment like EGR, DPF, and SCR. I can't think of a legal tuner on the market right now. Probably even most gasoline engine tuning is illegal, the Diablo Sport I have for my 04 Mach 1 allows me to turn the downstream o2 sensors off which allows for catalyst removal without the check engine light. I think as long as there is the internal combustion engine there will always be someone trying to defeat emissions and make more power, CARB and EPA will always be there to issue and collect the fines whenever the emissions defeating tuning is found. I bet even the highly sought after Adrenaline that everyone wants for their 2nd gen Cummins is illegal because it will increase particulate matter output and NOx output. Diesel emissions started in 1994 which why you see Diesel Oxidation Catalyst on P-pumped 6bt engines such as my 97. My 97 is probably illegal now by 1997 standards just because the P-pump has been tweaked. 1994 PM emission standard of 0.10 g/bhp·hr 1998 Gradual tightening of the NOx limit to 4 g/bhp·hr Here is an interesting read... http://www.trucktrend.com/how-to/engine/1903-is-diesel-tuning-dead/
  4. My next ride is going to be either a Edge or an Explorer with Ecoboost and I doubt I'll be concerned with exhaust temperatures. The electronic side of today's vehicles have incredible control over the mechanical. Over temperature will cause electronic induced loss of power and will protect the mechanical of the vehicle. That's what's bankrupting the owner operator truckers now days is say a NOx sensor goes bad for the SCR system. The programming gives little opportunity to to make it to a shop for repair before a severe derate occurs known as the "5 MPH drive of shame". EGR faults cause the same type of derate. Makes it hard when the tow company charges you $400 just to answer the phone. Bad part is for GHG14 and GHG17 diesel engine owners is it's not if but when you will have an incredibly expensive sensor failure that 9 times out of 10 is not covered under warranty because it's a "maintenance item". I can't vouch for the gasoline counterparts on how sensor failures and such are handled.
  5. Your 0.6 volts over the threshold of 5 volts so the repair will be the dark blue / white wire between APPS IF there is indeed a wiring issue. My curiosity is what is the dark blue / white wire voltage at the ECM? My bet is a bad ECM or possibly a bad APPS. Rarely have I seen a short cause over voltage I've replaced countless Cummins ECM's due to internal voltage problems and incurable fault codes and the replacement ECM always cured the faults. Do you know anyone with a truck near the same year that you could borrow their ECM to test. I personally wouldn't throw an ECM at it without confirming that the fault would still exist with a known good ECM.
  6. @codie2379 it will involve taking the harness loose from the engine and taking the loom off the wiring then look for rubbed, cut, or corroded wires. Of course you will make the repairs with the ignition off and preferably batteries disconnected. If you happen to find extensive damage like multiple wires to the harness once the loom is off I strongly urge a new harness as the plastic loom greatly damages the wire coating due the wires vibrating against the inside of the loom leading to chafing all the way through the wiring. Manufacturers like Cummins, Detroit, and any heavy duty diesel no longer loom bare wiring, instead they wrap a very strong cloth tape around the wires that is abrasion resistant then will sometimes loom the harness over the tape. I usaully skip all the trying to find the short "BS" and overlay a new wire of the same gauge from pin to pin, in your case ECM to APPS.
  7. It's a commonality with aftermarket headlights in our trucks to leave a considerable gap between the lens and grille. I hated the Sport headlights I got from Sortafit because the fit wasn't as snug as the OEM headlights but I've gotten used to it and hardly notice now. I'm guessing the aftermarket doesn't have exact dimensions of OEM due to patents. If anyone ever needs decent quality bumpers or body panels Certifit has a lot of parts for all makes and models decently priced. I make fun and call it Sortafit even though all the parts I've bought from them actually fit pretty well. http://www.certifit.com
  8. @codie2379 What was the result of step 5 of the troubleshooting? Also I've seen idle validation issues like this on the Cummins CM871 ISX engines and the fix was a new ECM.
  9. 04Mach1

    04Mach1

  10. Totally agree with the current Jeep brand being junk. The in-laws just traded in the 2015 Jeep Cherokee for a Honda. In 49,000 miles there were 2 rear differential failures and 1 transmission failure, all 3 failures left them stranded and required towing. Luckily all the repairs were covered under warranty. This Jeep was a pavement queen. I'm kinda iffy about any FCA brand now. The dealer already has it listed on their website. https://www.milehighhonda.com/used-inventory/vehicle/2015-Jeep-Cherokee-Trailhawk-Regular-Unleaded-V-6-3-2-L-198-1C4PJMBS4FW704824/ To be honest I'm not sure what differential the Cherokee with IRS has. I do know the whole housing is aluminum and it's IRS. Both replacement differentials were new in the box replacements, and not remans to my understanding. Looking up the price it's about $1300 for a new complete bolt in differential so it's on the cheap side.of course I'm used to new class 8 reman differentials costing over $7,000 just for the center section.
  11. So that's why the rear differential has failed twice in my in-laws 2015 Jeep Cherokee. It's a Trailhawk model pavement queen and has had 2 catastrophic rear differential failures in 40,000 miles. Needless to say my family has lost faith in FCA products and the in-laws are looking at trading the Jeep in on a Honda.
  12. Exactly what I was thinking. If there is excessive heat there is more than likely a problem causing friction like bearing preload or similar. Manufacturers of differentials (3rd members) like Dana, Eaton, Meritor, etc... have a whole lot more engineering in proper lubrication of the products they manufacture than any aftermarket company could ever have. The aftermarket aluminum differential covers do look purdy but I don't spend enough time under the truck to truly appreciate looking at it and I am very doubtful there is any mechanical benefits of the aftermarket differential covers. In other words I think aftermarket aluminum differential covers are R.I.C.E. (Race Inspired Cosmetic Enhancements) like the Honda Civic with the park bench spoiler on the trunk that gives the 4 banger 50 horsepower more or the 8" fart cannon gives the 4 banger 100 horsepower more.
  13. I'm a heavy duty diesel mechanic for a living. I was taught long ago to not wear jewelry when working with electrical and machinery. I can't remember the last time I wore a watch or even my wedding ring. Another habit I strongly recommend is to keep shirts tucked in while working on machinery. I've seen more than one mechanic have a close call when their shirt tail ended up caught up in a machine. Fan blades, belts, and turbos love to get ahold loose clothing. Being a mechanic is all about safety, not a fashion show.
  14. Most of the 6BT and CM550 ISB heads I've done we're at around 140 pound feet to 165 pound feet of torque with the 90° angle torque. This is according to my Snap-on Tech Angle torque wrench. The readings seem more erratic with new bolts I've noticed also. For a stock build as long as the threads and bottom side of the flange of the head bolts have a nice light coating of clean engine oil and the proper Cummins published torque spec and sequence is followed there most likely will not be any premature head gasket failure. I've probably done over a 100 small Cummins cylinder head and HG replacements and have yet to have a come back for a HG failure. Per Cummins QSOL CM550 engine manual
  15. I'd be very careful about stuffing foreign material into the oil channels for fear of not being able to get it back out. If I was to plug off oil channels I would use plastic shipping caps, like the ones you would find on the tips of fuel injector nozzles. Compressed air works the best for getting the debris sitting on top of the rings between the Pistons and cylinders. I'm not sure a shop vac would have enough suction to accomplish the same results. Agree... My stone is about 7 inches wide and 12 inches long. Mine is a 800 grit. I usaully use circular motion when using on a block deck.
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