Vais01

That will solely depend on what you mean my dynamic?

Ok that will work but your a little tight on the turbine side. A 1.25 A/R housing is normally recommend for twins but the turbine housing is easy to swap if necessary. What pressure is you Phatshaft waste gate set to? It may be necessary to back it down some to help reduce the restriction.

Ok I had to change the viewing version because I am on my cell phone. That turbo will be perfect with a S475 as your low pressure turbo. The trick is to appropriately size the turbine housing for the low pressure S475. Do you have one currently or are you still hunting for one?

Definitely odd. I guess it's whatever the local shop wants to use. I may just give Cummins Southern Plains a ring tomorrow and ask them what they use just out of curiosity.

Both oils are very similar. I would prefer Mobil oils over the other oil in the CI-4 classification. If I had to use commonly available oil I would definitely run Shell Rotella over many major brands for two main reasons. A: it is commonly available and B: it has been proven to be just as high a quality as many other names in the industry. Currently I am on 9,700 miles on Rotella T6 5W-40 and the TBN is still very high. The zinc and phosphorus levels are also close to that of new oil. These older Cummins engines are not hard on the oil.

Cummins has there own oil analysis program also. Not sure why they recommend another company. Curious to know if the Cummins UOA would be any better?

That is common these days. Probably due to liability. I spoke with some of the big wigs in the lab with my oil sample results and after speaking with them about the truck and what my intentions were with the OCI interval and we both agreed on where to start out and sampling intervals. I agree the added cost for TAN levels is definitely a bit in left field but the local analyst's are 25 dollars more for the same job and the consistency is not as good. Who are you sending your samples to AH64ID?

I've gotten great results with Blackstone labs. There is a local oil analysis company (more than one actually) but I have gotten mixed results with the same sample. Consistency is very important in my opinion.

The lab results are very goofy but also concerning. I would make the jump to new commonly available oil bit since you have the oil I would use it until you run out then run some Rotella 15W-40 or try the Mobil 1 CI-4 blend I mentioned earlier in the thread. Cummins recommends Rotella 15W-40 and Valvoline Premium Blue 15W-40 down to 0 degrees Fahrenheit. If you run in colder climates plug in and or run Rotella T6 5W-40 which is a factory fill in Ram trucks.

Haha very true. 75W-90 is perfect for the axles. I run that all year round with no issues. I will be changing it out in December and adding in some fresh oil. I will be using Mobil 1 synthetic for sure since it's easy to find and of high quality. Now if only I could remember how many quarts of oil to buy.

Mostly everything else adds up. There is some variance in the production lots. That being said I would run it. What oil have you been using with the CI-4 rating?

Ok from experience, I would use a SO pump. The HO VP44 has smaller plungers and a different program for timing. The HO pumps also do not flow as much fuel as an SO VP44. When using electronic tuners the SO pump will better accept higher fuel durations and large timing windows compared to a HO VP44. I personally still run an HO VP44 and and the idle timing is on the edge your truck may or may not idle properly with an HO VP44. According to several builders I spoke with in the past they usually install a SO VP44 in place of an HO VP44 that is commonly used on manual transmission trucks.

What size Phat shaft are you going to use?

The chart on where? The link I gave does not show TAN levels. TAN is acidity of the lubrication oil. This changes due to oil oxidation and fuel dilution. Virgin (unused) HDEO should not show high TAN levels. Which chart did you see TAN levels for Rotella 15W-40?

TAN levels should be below 2 for new oil. 1 to 1.5 I would think is within the normal range.

Aftermarket cam builders require the ZDDP additive for break-in Cummins ISB engines do not require the additional zinc and phosphorus. That came directly from Cummins. The CJ-4 oils have an ISB flat tappet and rocker wear tests. CJ-4 oils are approved for use on all Cummins ISB and 6BT engines. Call Cummins if you like, they will clarify. The use of CI-4 oils is for low or high sulfur fuels. No on highway or off highway fuels currently have more than 15 PPM of sulfur unless you are using marine grade fuels. This is also due to change in the near future.

Well hate to say this but something is very wrong with the TAN testing. Also some of the values on the oils do not seem right. The testing of the Altorfer oil shows inconsistencies in testing and possibly the handling of the test sample. I would recommend sending off a sample to Blackstone Labs to compare the oil sample. How are you drawing your samples? Pouring directly from the container or siphoning with a straw and pump? http://www.pqiamerica.com/June%202014/consolidated%20HDEO%202015.html On the link above you will see various oil samples that were tested and they will show the additives, viscosity, TBN value and much more. I recommend using this as a good reference of modern HDEO (Heavy Duty Engine Oil).

After looking over the oil analysis sheet and seeing several other things such as the CES 20081 and CES 20078 mix up (CJ-4 highlighted) I began getting concerned. Something is definitely not right with the oil. The total acid number is almost to the remove from service and in no way can proper additives create that high of acidity. I would either ask for the sample to be retested to see repeatability or take the oil back to the seller and highlight the TAN number and tell them lab shows 2.7 and max allowable TAN is 3.1 - 3.3. Also you can call Mobil and they should be able to tell you the same thing. Oxidation and Sulfation of the oil are also up. Either the test was done poorly or improperly, the sample was taken improperly or the oil itself has been improperly stored and has begun deteriorating. Hope you get this figured out but until then I would recommend you keep that oil in the barrel and out of your engine.

Haha that makes a bit more sense.

If you haven't bitten the bullet look at Goerend. Dave has SFI and NON SFI flexplates. I have a BD and I will be doing an inspection to see if its failing. I have a minor fuel knock but there is a mechanical knock also possibly flexplate or loose hardware.

This is correct. Although in my truck I use the intake horn data to see the actual performance of the CAC and how the turbo is performing. Whats interesting to note my turbo will cool off the intake air if I can keep boost above 7 PSI. This is the reason I am considering choking down my turbine housing to a .70 A/R (12cm) divided and wastegated version. This should increase my boost while cruising and throttle response.

When I had 7x.009 VCO injectors I had less initial throttle response and EGT was a bit more manageable, although they were carbon coked(severely) within 4 years of operation. That set of injectors really shined with electronic tuning but my MPG dropped off significantly. My SAC injectors have improved where the VCO injectors left off. Although if I could change anything it would be choke the turbine housing down to a divided and wastegated 12cm and re-balance my injectors down to 1.5%-2%.

My truck is a bit odd then. I do not see much of a change in fuel economy cold or hot. Unless it is below 40 degrees ambient temperature. I'm almost certain that it is because of my VP44(HO pump has a different timing according to Bosch certified rebuilders). The truck has a minor fuel knock until you are over 2000 RPM, then it sounds almost like an early common rail (03-04).

My IAT(factory sensor) is right around 130 degrees when not much if any boost is used if the ambient temps are in the 90's. If I am on the interstate for longer than 10 minutes at 75 MPH with 90 degree ambient temps the IAT values will drop down to 110 degrees running 2-3 PSI of boost. My weekend trip confirmed that the BHAF is doing some good with response but the but it seems the temperatures are very similar to the factory air box when on the interstate. Factory air box will be reinstalled tomorrow to confirm some in city tests. As AH64ID said the location of the probe is the reason for the raised temps we see. Also I do believe the location of our air box(filter) is better suited for cold climates but hurts us during hot summer days.

I run 100 horsepower micro-blind hole injectors but I do drive with the tuner in the stock(factory power) position for 95% of my driving. If you go bigger on injectors, use the added power from the injectors rather than the tuner. Your driving habits will determine your needs.