Ben

I drove down to my parents in Kentucky yesterday. The most painful thing I saw was the Toyota Tundra owners who thought they owned a dually pulling a big bumper pull camper. I saw 3 of them. I would come up on a swaying camper and would say I wonder if it is a Tundra. Yep. Nothing against Tundras but come on.

Here is the installation manual to mull through. Might be helpful. BD Remote Brake Installation Manual My old turbo mount brake had a main arming switch on the shifter and then there is a micro switch on the throttle that activates when in neutral position. You could hear the switch click on and off when letting off accelerator and pressing down. I really don't see why the remote brake would be any different than turbo mount.

Youre not alone in the rust struggle. Trust me. We stick together

Those are SWEET Marcus! That's on my furture to do list. I had a rim crack on my old truck.

Correct. Marcus has the SO pump. Quadzilla should wake that up very nice.

It was. In 2001 with the beefier NV5600's. I added some to my above post explaining differences between the 2 5600's and HO vs SO motors.

It was and they did. However the earlier NV5600's had a smaller input shaft compared to the HO models. 1.25" vs 1.375". Some more I found. Chrylser and New Venture Gear beefed up the NV-5600 and the clutch for 2001 to better support up-rating the engine. Research at the Chrylser Proving Ground and using test trucks with uprated engines revealed that the transmission's input spline shaft sheared off (metal fatigue) after about 150,000 miles of towing their 20,000 lb.test trailer all around the western USA. So for 2001, the NV-5600 has a 1 3/8" 10 spline input shaft instead the 1 1/4" 12 spline shaft used in prior years. A new fly-wheel has an improved, larger pilot bearing, too. The clutch is 330 mm in diameter instead of the 300 mm version found in the 2000 and prior years. The new clutch can handle much more torque and is quite a bit bigger, using double the number of bolts to hold it to the fly-wheel. Also the differences with the ETH (HO) Motor vs ETC ( standard output.) Electronic Controls: New ECM calibration and fueling algorithms. Fuel Pump: Increased fuel flow in the Bosch VP44 injection pump. Injectors: Designed to provide increased fuel flow. Injector note posted to the TDRoundtable by tgbol: ETH injectors (3946306) flow 600cc at 100bars for 30 seconds ETC injectors (3944828) flow 640cc at the same test. Turbocharger: Revised wastegate setting for 26psi at the turbocharger outlet. Manifold boost specification is 43.5 inches Hg / 21 psi Head: Valve seat inserts for added durability. Pistons: New pistons with higher 17:1 compression ratio. Flywheel: New flywheel with 330 mm diameter clutch (vs. std. 310 mm). ISB Design Improvements and Features - from 1998 Mastertech FWIW: Reports from owners indicate that ETC engines are more responsive than ETH engines are to the major fueling boxes

The HO responds better to injectors than a tuner. I don't know if this still holds true with the quadzilla due to the tuning ability. The SO pump responds better to electronics than the HO does. This is from TST's website regarding the PM3 Comp. The PMCE (Competition) adds 180 HP and 450 lb-ft Torque (on level 9) for the standard engine. The HO (High Output) engine (2001-2002) already has 245 HP and the PMCE (Competition) does not make as much of a difference and adds 80HP and 310 lb-ft of Torque. Again, I don't know if the quadzilla changes this or not.

I was going to say you might be surprised. All I focused on was the 5600 in your sig and not the year. I thought you had an HO. DAP Sac 7x.0085's just went in my truck Wednesday. Big difference. Really woke the truck up. I can hit 33lbs boost getting on it. No boost fooler, no elbow, no codes. The no codes is odd. The 33lbs boost kind of points to stuck shut wastegate. And clean. The only smoke I see is a puff at startup. My idle also became a little squirrelly after the install compared to stock injectors. However my mileage went up quite a bit so not worried. I am trying to remember back with my old truck and I recall an erratic idle after DDP 150's going in but very smooth with DFI 100's. My heavily fueled little truck with DFI 6x.013's idled like a sewing machine.

Lol. He can be in the back seat with dog. Give monkey shockwave and reloads dog gets ar pistol and mag bag. And i I feel I will be the one held up for more food negotiations Not what the bag recommends.

I have never seen that color gray 2nd gen before. I love it!!!

Isn’t that called pantina now? truck is as done as done gets for now. Dog and I head to KY next week to see my parents. Got tonneau cover and bed mat installed today. Where we go One we go all Marcus. Major body work/cut out and replace is going to be a yearly winter project for me.

Add battery disconnect to the to do list. And a trunk monkey.

Another point in case today about the looks of a 2nd gen. I pulled into the Fleet store parking lot. Let the truck cool down and started walking in. A guy walked up to me, commented on how you don't see nice old Cummins around any more, and started asking questions. 2nd person in under a week.

So which is it? Bigger injectors need more timing or get rid of timing via quadzilla. The HO already adds timing. The injectors responded extremely well for me. Very well. With no smoke. And my screwy situation really negates a boost fooler and elbow.

I'll trade my wire brush, compressed air, corroded brake lines, and 24 cans of rusteoleum flat black any day for a hashed out dash. You need to hush. You posted an under carriage picture a little bit ago that made me go "Dammit Bill." You have nothing. Trust me on that! I was embarrassed to post the before picture due to the rust. Although the guys at the shop said it's not bad compared to what is brought in. The old owner came in whom I have not seen in a while came in the other day. He said "Another white one, like your first. Looks great." I replied "Yeah from 5 feet away." He said "I cant put my fist through the fender so you did well." I think that made me feel better.

But does it? lol I am going to wind up with a $30k 16 year old truck. Money has been pouring out getting this quasi where I want it. This is my last truck period. My argument....timeless lines. I equate this to the "Fall Guy truck." The rare times that I see that body style and it is nice, it is always followed by "Holy **** SWEET!!!" And I am eyeballing 50. That's where these 2nd gen diesels fit. Not 2nd gen gas....diesels. And we are not alone in that sentiment. See my post in the 2nd gen rejuvenation thread. But then again I am a sentimental old fart that still loves leaky T-tops, Nakamichi tape decks and Sister Christian.

Damn. Nice. I am beyond envious of you guys that have no rust vehicles.

Good! It took me 3 months of searching to find the current truck that I paid way too much for. But it was what I wanted and knew. I was home. I almost pulled the trigger on that 3rd gen but my compass/keep from me torching things down neighbor made the comment of "is that what you really want." "Is this miss right or miss right now? " "I think you need to step back and you'll find what you want. You are more comfortable in your old truck." The good thing about where you live is rust freer models than my salt pit state. Maybe offer to hook up to your buddy's boat with your truck and show him how it does.

I went through this when looking for a new truck. My criteria was 2006 or older non emissions trucks. These are my observations from the hunt. You can get a tonner single rear wheel in 3rd gens. IMO, the 2nd gen 3/4 ton with the camper package is essentially this. You have to find it or a dually. The 3rd gen has the g56. Swoopy like a 4500 but strong like 5600. A friend brought his friend over over who was selling his 06 3500 SRW with a G56. I liked it. It had 110,000 on the clock. The 3rd gen seats suck compared to 2nd gens. These were hashed out already for someone who weighs 70lbs less than me. Neighbors truck is the exact same way. CR injectors are way more expensive than 2nd gen. You're looking at 3 grand minimum for stock replacements. And the above posted about injector issues leading to trashed motor, the neighbor is going through this with his 2006 dually with 118k. He let a hard start, crappy idle issue go too long. Which is now a blow by issue that blows the oil cap out of your hand when removing with motor running. Not good Mav. CP3 pump is cheaper and easier to replace than a vp44. 400 rwhp can be had on a stock 3rd gen truck with a mild tuner. A little more is required with 2nd gen. Although 300+ rear wheel horse and you can tow the world with minimal issues. I did it for a long time with 20k on a gooseneck deck. Everything needs an upgraded fuel system and filtration. My biggest hangup was that I know the 2nd gen. Its quirks and needs until I started reading here about alternator issues wrecking everything. But injectors are still cheaper, fuel pump is a wash, the nv4500 has its own issues but doable, NV5600 is good but has it own quirks, quad v2 will have you set, injectors and chargers are reasonable. Common rail injectors are expensive. Just my ramblings. ETA - 2nd gen 3/4 ton lines are timeless.

This was a sun dog last winter. Only happens when real cold and usually there is a moon dog the night before. I think the temp in the picture was -18.

Injectors and gauges are in. Kinda of interesting, puzzling, and a little disappointing results. for whole day. I goofed on the boost fooler when rooting through their parts last time. I was unaware that there are 3 style map sensors. Triangle, oval, and flat. I saw one for the 01 and thought bingo. We are good. Nope. 2002 has a flat with a push lock. New to me I thought it was an oval like 01. No sense putting in boost elbow with no fooler. Oh well. I brought the elbow home and ordered up a fooler. Injectors went in fine, only 2 exhaust valves needed adjusted. Tapped 2 holes in exhaust manifold for 2 pyros. One for Isspro and one for when I get a Quadzilla. Got all of the senders put in and ready to be wired. Stopped for lunch. Back at it. Got the A Pillar mount fitted. Ran all of wiring, gauges wired in properly, installed, and final wiring to power,dimmer, and ground. The Glow shift A pillar mount that was in the kit leaves some to be desired. The mounting of it is a touch crude and there is a big gap on the right. You can see some of the wiring through the windshield. The Fass is only reading 14lbs and goes no lower than 13. I'm almost positive that was reading 18 lbs on a manual gauge when installed 2 weeks ago. I was running out of time to deal with that. As long as it doesn't budge I am good for now. Now the interesting. The truck really responded nice to the injectors. Mechanic and I went for a test ride at the end. Hits 33 pounds of boost with no CEL's. Did that a few times and same results. Boost gauge and CTS are reading the same. Soooo, wastegate is most like stuck shut. No need for boost fooler or elbow at this point. Not needed. I still will have them but we will see. And there is no real noticeable smoke when accelerating or getting on it. . A puff at start up. That's it. Kind of had the mechanic and the shop owner scratching their heads. Power feels good. The nice little bump I was looking for and according to the overhead and CTS mileage went up. The final judgement for that will be hand calced but there is an improvement. I leave next Friday for my parents in KY so that will be a nice shakedown for the truck.

You guys are talking about fluid for 2 different transmissions. The Pennzoil meets the requirements for the 5600 but Mike is stating not sure about the 4500 requirements. I have had good luck running oem fluid in the 5600. Tried Redline MTL a long time ago but the tranny temps really rose with that.

Fair enough

Dude....