Vais01

AH64ID do you have a VOA sample to post on the Amsoil HDEO your running? I'd like to compare it to my oil listing chart and my UOA to see what the differences are.

CI-4 oils are not really necessary on with modern 15 PPM sulfur fuel. The sulfur is what necessitated the higher TBN levels and the lubricity pack (phosphorus, zinc, molybdenum etc.) are not much higher than CJ-4 oils. I would run some 15W-40 CJ-4 and I believe you will be just fine.

In my neck of the woods Valvoline Premium Blue has a premium price tag of around 25 dollars, while Rotella T6 5W-40 is around 22 dollars per gallon. My personal opinion is if you plan on running long drain intervals use synthetic otherwise run 15W-40 dino. Again my vote is Rotella it's around 12 dollars a gallon where I am.

Cheap and available is Shell Rotella and Chevron Delo. I would use Rotella over Delo but that's just my preference. Valvoline Blue is not as easy to find in my neck of the woods and usually runs 3 to 4 dollars more per gallon.

Correct. As Dieselfuture stated they said for non DPF engines. According to the CAT dealer he went to. My gut says something is screwy.

The biggest and most obvious is the sulfated ash levels. If it is higher than .800 percent 800 PPM it's not CJ-4 oil. The next is the phosphorus limit which is 1250 PPM maximum allowable for CJ-4 any higher it will be CI-4 oil. The oil in question is not Mobil 1 MX. I'm almost certain of that nor is it CAT specific oil.

Ok the maximum allowable phosphorus for CJ-4 is 1250 and .800 for sulphated ash. If it is Mobile MX then it is CI-4. I think they lied to you to make a sale. Nothing is adding up.

The TBN is too high to be CJ-4 as is the values of zinc and phosphorus. I'm comparing it on a chart. I will double check the values to be certain.

I've seen cracks all over mine like I said it's superficial. I have seen substantially worse and they are sill ok.

They know it's CI-4 oil.

Its a highlighter mark so the sales reps may have made a mistake.

I see CI-4 blends but labeled as CJ-4. The Mobil MX oil is accurate for the CI-4 spec.

It looks like CI-4 oil. Also that brand is not CAT specific oil it is made by the company on the oil bucket. It's there spec not CAT's special requests. The additive pack is probably from Lubrizol too. Very few oil companies produce there own oil additive packs. Chevron does produce there own additive pack but it's on the lower end of the scale.

More fuel will develop more heat and higher amounts of gas volume. Higher volume will produce a little more boost but you will run into the wall after or in this case the upper edge of the compressor map. 40 PSI is max for the volume of air needed. More will be hot air.

Agree but the additive pack is CI-4 no way CJ-4 will be over 10 on the TBN scale also on regular 15W-40 oils. If it was from Redline, or Amsoil it would be possible but not likely as the zinc and phosphorus levels would be above the specifications listed for CI-4.

By all means please do.

I hear you there. Sometimes it's easier just to start writing and edit from there.

From what I see it is CI-4 oil but it's not very much different from the CJ-4 oil I'm currently using.

That's what we are here for bud.

Odd but good point.

I would use turbine shaft speed RPM to dictate vane position at high engine RPM/load and boost levels. Having it fluctuate to create optimal boost at higher RPM/load. The controller needs to see boost values to choreograph the vane fluctuation I would think.

I have the same tires on my 2005 Tacoma and they do crack between the tread blocks it's superficial. So don't be too concerned. If you are worried give your tire shop or Toyo a call and email them or show them what you are seeing. Toyo AT 2 tires have a 45,000 mile warranty on the E load range tires if memory serves me right.

I would say 28 to 30 PSI should work well any lower would probably be too low and the S475 may not be able to take over. You can always reset the waste gate but it's not as easy with all the plumbing in the way.

You may be able to steal it off of the heater core return hose if you are willing to Tee into it. I'm sure FASS has information on where to rob the coolant from.

Ok so the HE351CW has to be retrofitted. The waste gate position is not in a usable location for a second gen manifold. Secondly the turbo can support 500 horsepower but the drive pressure will be through the roof. Also the EGT will be in excess of 1500 degrees. If the OP is going to work the truck hard an HX35W will be his best bet. The 12cm turbine housing will spool a little slower than an HE351CW but it is a direct bolt on. If he wants to upgrade I would recommend a Borg Warner S300G with a modified .70 A/R divided and waste gated housing. The flow rate of the S300G is about 5 lb/min greater than a HX35W and the shaft is much stronger. The S300G waste gate actuator set is set to 30 PSI but the OP may see boost levels of near 35 PSI. Pushing higher boost levels than 35 PSI will increase the cylinder pressure to the point where head studs may be necessary to keep the head gasket from slipping out. As far as the shaft play if it is beyond 0.013" - 0.020" in the radial axis (90 degrees from the shaft aka side to side) it is time for a rebuild and beyond 0.001" - 0.005" in the axial axis (in line with the shaft) it is time for a rebuild. The link below has the service data. Scroll down until you see HX35W service data. http://www.myholsetturbo.com/modelinfo.html Also the Holset HX35W has a flow rate of .46 Kg/sec which equates to 60 lb/min of air flow at 3.0 Pressure Ratio which is about 30 PSI of boost. Beyond there is a risk of turbine overspeed. The compressor map says the pressure ratio can go as high as 3.5 which equates to roughly 35 PSI if my memory is serving me well but that is on the edge. http://www.myholsetturbo.com/holsethx35.html Holset has the service data sheets online with all the specifications.