Vais01

Not many are qualified to do the work. Quite a bit of them don't even touch a torque wrench or know it has to be certified every so often. I do know a great place but it will cost me.

This is because as the engine works harder more heat is generated and that makes more drive pressure. You could tap the manifold for a drive pressure gauge to monitor what it does then use the data to develop the code. I see the dynamic part you speak of for sure. The 1800 - 2600 RPM area would need to be more dynamic to compensate for highway hauling.

Toyo bought Nitto some years ago they could have been produced in that factory.

Mine say made in Japan.

Agreed. I am not so sure that the floor could support 1200 lb of iron.

A jack and some time honestly. Also I live in apartments.

SO VP44 will be more responsive to tuning. I'm in that boat every day it's an on going test. I have heard that not all trucks can run an HO VP44 something to do with the timing.

Well hopefully that fixes it. I've chased noises for some time. I've got a few I'm still chasing to this day.

By all means poke away.

Haha not the transmission. I would want to do an engine overhaul but in a shop not in my upstairs apartment.

Looks like a Firestone Transforce AT tread pattern.

15W-40 is only good down to 0 degrees Fahrenheit plugged in or 15 degrees Fahrenheit non assisted by block heaters. Any colder than 0 degrees and you risk oil starving the bearings. Amsoil AME that AH64ID posted a UOA on nearly matches my 5W-40 viscosity but on his lab results I can only see the cSt value at 100 degrees but not SUS at 212 degrees. Something very odd about that Amsoil.

I saw the Fleetguard test it's nearly identical. I think one company may be stamping the name on the other ones work and charging a bit more.

Its on the rear of the engine between cylinder 6 and the bell housing. I'm fairly certain I will eventually need to pull the transmission to be sure. If I go that far I hope to have enough money to go through with a rebuild. My problem is I have no place to do it.

Its a knock. I've seen too many VP44 injected 24 valve trucks nearly as smooth as early common rails.

I'm in the same boat. No odd wear metals in the engine oil so that rules out the possibility of a bearing, rod, or wrist pin.

How many miles on your rig?

Not injector related I am certain of that.

Same from dead cold to warmed up. Consistent as can be. HAHA It is not. It was there on the old injectors also.

Well gents I have put over 30,000 miles on this truck since I purchased it and I have had an interesting knocking noise. It is beginning to bug me so I plan on finding whats causing it. I have been told cracked flexplate, loose converter bolts (checked a few days ago all tight), loose flexplate bolts on the crank and even cracked pistons. The engine has over a quarter million miles and there is some mild blow-by (within spec) and oil analysis shows low wear metals. The transmission is built and the converter is custom (triple disk billet). Injectors are currently 4% balanced and of course the wrong VP44 . Any ideas please let me know. I would prefer to not pull the transmission if I can help it. I stole this video from YouTube that perfectly shows the exact same sound.

No I did not post a photo of my 5500 mile UOA. Engine had 254,460 on it at the sample time with no make up oil. Aluminum: 2 Chromium: 2 Iron: 16 Copper: 1 Lead: 2 Tin: 0 Molybdenum: 69 Nickel: 0 Manganese: 0 Silver: 0 Titanium: 0 Potassium: 5 Boron: 46 Silicon: 41 (engine was opened up and dirt ingestion) Sodium: 7 Calcium: 887 Magnesium: 1318 Phosphorous: 1165 Zinc: 1391 Barium: 0 SUS Viscosity @212 F: 71.5 cSt Viscosity @ 100 C: 13.36 Flashpoint in F: 420 Fuel dilution percentage: < 0.05 % Antifreeze %: 0.0% Water %: 0.0% Insolubles: 0.1% TBN: 8.8 CAT specific part numbers: According to CAT this should be the part number for a pail of 15W-40 CI-4 oil. PN: 3E-9902 I believe you have a pail of CJ-4 15W-40 with the part number: 378-6535 The link where I found it all. http://www.altorfer.com/images/catfluids-oil.pdf

AH64ID, After going back and looking at your UOA with the AME I compared it to my Blackstone labs report using Rotella T6 and the zinc and phospherous levels are identical (+/- 10 PPM). Besides me being a 5W-40 and your primary detergent being Calcium (over 3000 PPM on AME) the overall oils are as I said nearly identical in all aspects including cSt viscosity at 100C .

According to CAT this should be the part number for a pail of 15W-40 CI-4 oil. PN: 3E-9902 I believe you have a pail of CJ-4 15W-40 with the part number: 378-6535

The Mobil Delvac MX oil is a marine or off highway application oil for engines without DPF's. The Altorfer is the oil we are questioning because so far the results they have given you and the oil specifications listed on the pail show it could be CJ-4 but they listed and sold you this as CI-4. When you get a chance look the pail over for manufacturer info. Look to see if it says SOPUS, Exxon/Mobil or Chevron as those are the big names that would make the oil. The oil you have is made by Exxon/Mobile for CAT. Check your part numbers. A PDF to help. http://www.altorfer.com/images/catfluids-oil.pdf

Since I missed the before pricing how much are the switches?