CSM

Whats the difference between the Stern harness and the one Rogan published the .pdf on?

Berrymans B-12 ChemTool

GPS triangulates using elevation as well. Its pretty accurate. My handheld garmin is usually within 3-5 ft of the surveyors super expensive error corrected GPS units.

Until I put the smarty on to correct the speedo, I noticed a significant error (>5%) in my Odo. Since then, its spot on.

Totally agree about the taxes. This will further stifle economic growth and baloon the government... while allowing the dollar to continue to devalue. Still we are doing better than many countries. As for the tobacco tax... Grow and roll your own if you want to smoke. You might like this too... Its about drunken sailors and government. http://piccoloshash.blogspot.com/2013/04/i-learned-lot-about-government-by-being.html

AND IT RAN SOMEWHAT FINE!??!?! Holy crap!:lmao:That thing should have sounded like a washing machine full of badgers falling down a flight of stairs.

I would loosen injector lines to see if I could isolate the "miss." If its a particular cylinder missing, it could be several things causing inconsistent power from that cyl. My old 2000 had a similar issue once in a blue moon, even with new bosch injectors and it ran and drove fine for years. I think that it went away once I put a new VP in it though.

I've pumped a lot of nitrogen and CO2. I don't work in frac anymore either, but I did work for Big Red.

I bought the first one because its a Dodge. I bought the second because of the Cummins. I bought the third, because I am too stubborn to quit playing with the engine. (Both pictures apply to me)

The old frac pumps I used to use would smoke white for about 5 -10 minutes on a cold winter morning. 20,000 hp of CAT 3412s chugging would make the location look like it was obscured by fog. I loved it.

You clearly want the 6.7. So, go for it. Though, I would get a Tundra well before I bought a 6.7 or gasser Dodge. However, I would say you had better steel yourself for the poor mileage and lack of any ability to hot rod it ever, thanks to our government.

Oh nevermind. Happy trails!

Raw no... Pasteurization is good. Neither me, nor my friends who worked in the infectious diseases department of the FDA will convinced otherwise! I have had raw milk, and it was good, but not worth the risk, or my families risk. Now, homogenization, that is another question entirely.ETA: I also grew up on a farm/ranch, had cattle, pushed cattle, and my family had multiple dairies through the 70s.

Sport lens conversion. I got a great deal on some from cumminsforum. there are also threads here for the wiring.

Because you are a limited member... I am not sure of the rules, but I believe that brand new people can't immediately start downloading files. The idea is to keep the resources up for participating members of the site but keep it from becoming a go to file sharing place for dodge info.

I don't know if that qualifies as "road trippable" according to most wimminz. Your mileage may vary.

I would start with a rock race buggy design and scale it up. Kind of the creature comforts of a pretty runner desert truck on a tube chassis with ram front frame rails with a rock race suspension.

I thought that with bigger injectors the VP could send more fuel, but the fuel volume was still controlled by the VP. Hence the need for a fuel box... but the bigger injectors wouldn't choke the VP. That was how I thought it worked.

Yeah, I agree with you and you are right in how you went about the Subaru... (sounds like a beast by the way!) And the unnerving part sounds scary because isn't that engine transverse? So when it blows rods parts go fore and aft? You are right that peaky horsepower numbers mean nothing other than bragging rights. Torque, and broad torque curves across the RPM band are what makes power. You get it. I guess I read a bit into the original post about horsepower being irrelevant. If I get some time this week on my night shifts though, expect some questions on the turbo articles you posted. I am curious! This is a fun discussion too, I enjoy this stuff though I don't have the time to do it much. I still owe ISX some stuff on compression ratio but I haven't had time to dig up anything yet. Thanks for the discussion! We agree. I am turning in.

Here is an old forum and thread from my past... mostly empty of real good minds now but it was once frequented by the real big names in Winston Cup and NHRA engine building. Some of the archives there can be downright amazing technically. It was quite a discussion. I don't want to get into all this but its a good read that has hashed out most of the points we might make. This thread is more in regards to racing of spark ignition engines. http://speedtalk.com/forum/viewtopic.php?f=1&t=7809

Eh... Somewhat. This is a tough discussion, and most engineers don't fully understand the physics behind it. This is a moth to a flame topic of mine and has been for years. The whole torque vs power discussion sucks me in. It bugs me when people call horsepower contrived as if it were an inferior unit! (yeah, I am a nerd.) Horsepower totally matters. A lot of what we do with properly setting up a harmony of turbos, gears, cams, fueling and timing are not "common sense" issues and are a lot more abstract. I do like where you are going though. Hopefully the discussion is helpful. Having a rigorous, yet as straightforward as possible explanation of torque/hp would be good considering the performance side of the site.

Torque is FxR... but it is just a force. I can get a big enough cheater bar and make 700 ft lb of torque with my muscles. But, I can't make 700 ft-lb at any RPM. Horsepower is a rate, that is mathematically derived to describe the application of torque at a specific RPM. To fully understand how an engine makes energy, you have to look at both the torque and the RPM output, and when realized that... they decided to make the unit of Horsepower as the goofy unit of energy for us. kW = power = HP with conversions. My point is, that Torque alone will move no truck. RPM is required along with torque. Horsepower is a common unit used to describe the power that the engine is producing. (side note on gearing) Gear ratios don't change horsepower. They multiply torque up or down. Power is constant through gears. We feel the effect of gears reducing or raising the power output of the engine due to the change in engine power output at a different RPM in that new gear. We also feel differences due to it taking less power (energy) to go from 5-10mph in 1 second than it does to go from 55-60mph in 1 second. Not trying to be disagreeable here or anything... I hope you don't take this in that way.

What is A/R?

Good thoughts, but I think there is one thing to keep in mind. A 8000 RPM engine that makes 700 ft-lb of torque will push something faster over a given distance than a 2500 RPM engine that makes 700 ft-lb of torque. Torque is important, but the area under the curve of horsepower is what matters. You can't move an object with torque. Torque does not imply movement. Torque is a static measurement. Power is a dynamic measurement. "The horsepower is merely a concocted unit of measure, showing no true characteristics of the engine power output." I disagree. When you are staying in the same RPM band that we are, increasing overall torque is going to make more power due to where torque typically peaks in the RPM band. Our engines are different than most "tuner" engines due to the small RPM band that we operate in. I think you are right to tune that way, but limiting to only considering Torque is limiting in fully understanding the engine theory.

Man, that sucks. I've done that too though. Last round was with my 02. Bought it, shelled the trans, and went with ATS. The owner did lie his butt off on what was in the original trans though. Well, you like putting semi tractor parts on your Rams... why not use this as an opportunity to put a Kenworth axle with air locker under the 4500 and switching to 22.5s? (I kid!)