CSM

Welcome guys.Anybody have any pics of your rides? I know there are some cool things abroad, my coworker is working in Australia and they have some great 3.5 ton work trucks over there instead of the usual 1 ton and 3/4 ton American style pickup trucks.

Hey dorkweed, surprises happen man!

I would take a do over for yesterday... Wife passes out for a few minutes, falls and cuts face. Take wife to ER. Get stitches. Doctor says, she's fine, its probably the pregnancy that caused the light headedness. :stuned:Shock was had by all. Good day overall, but I would pass on the cuts to the face.

ISX, I was home recently and I couldn't find my books... I hopefully have them packed somewhere, but I can't seem to find any of my reference stuff. Sorry man.

Will you be my friend?

Before I replaced the front and rear seals in the trans, I was losing fluid and it started to whine a little bit. I filled it back up and all was well, although 1st shifted a little hard for a few thousand miles. Hopefully it has enough fluid. GM and Chrysler stock the NV4500 special gear GL-4 oil with the correct additives for the carbon composite syncros. Its expensive. Cost me $80 for a couple bottles, but the GoodWrench lube was cheaper than Chrysler by about 15/bottle. I haven't used regular GL-4 oil, but I have been told that it will mess up your snycros. A guy on Pirate 4x4 took his apart and made regular brass syncros for his crawler, but said that it didn't shift quite as well if I recall correctly.

When they flash the ECM, you can ask them to activate the high idle for cold weather, not everybody activates that and it shouldn't cost extra. Back to my thread... Anybody know why an Edge CTS won't connect to the Juice? :banghead:

Well, got a decent deal on a new blank ECM from Chrysler. I had it installed by Chrysler. Without any sort of box, the truck runs great. However, I still cant get my edge juice CTS to connect. It comes up with a "can't connect to edge" screen. Hopefully edge can tell me something new. I am pretty much ready to demand they take this POS back and send me a good one, or give me my money back, since I know its not my truck thats broke.

:hyper:

Nope. Partay at M73M's place!!

On flatland, as often as possible. In the mountains, never.

I don't have proof, as this is what was told to me second hand. But it kinda makes you wonder why John Deere, Cat, and most industrial manufactures don't use K&N style elements. The "Story" from a diesel guy I met. A few years ago a local N. Colorado trucking/delivery company bought K&N filters for their fleet. About 1-2 years later, they needed a bunch of new engines. When torn down, their engines had polished cylinder walls. Trucking company sued K&N for destroying their engines, K&N settled out of court, with the agreement that the trucking company would keep their experiences private. My personal opinion, K&N is a great filter for a fuel injected race engine to keep the big pieces of dirt out, but not something I want on an engine that I depend on. Not only does it take more effort than a BHAF to keep maintained, but I can't believe that it catches the fine particles.

Worth reading today! :D Happy 4th! IN CONGRESS, July 4, 1776. The unanimous Declaration of the thirteen united States of America, When in the Course of human events, it becomes necessary for one people to dissolve the political bands which have connected them with another, and to assume among the powers of the earth, the separate and equal station to which the Laws of Nature and of Nature's God entitle them, a decent respect to the opinions of mankind requires that they should declare the causes which impel them to the separation. We hold these truths to be self-evident, that all men are created equal, that they are endowed by their Creator with certain unalienable Rights, that among these are Life, Liberty and the pursuit of Happiness.––That to secure these rights, Governments are instituted among Men, deriving their just powers from the consent of the governed, ––That whenever any Form of Government becomes destructive of these ends, it is the Right of the People to alter or to abolish it, and to institute new Government, laying its foundation on such principles and organizing its powers in such form, as to them shall seem most likely to effect their Safety and Happiness. Prudence, indeed, will dictate that Governments long established should not be changed for light and transient causes; and accordingly all experience hath shewn, that mankind are more disposed to suffer, while evils are sufferable, than to right themselves by abolishing the forms to which they are accustomed. But when a long train of abuses and usurpations, pursuing invariably the same Object evinces a design to reduce them under absolute Despotism, it is their right, it is their duty, to throw off such Government, and to provide new Guards for their future security.––Such has been the patient sufferance of these Colonies; and such is now the necessity which constrains them to alter their former Systems of Government. The history of the present King of Great Britain is a history of repeated injuries and usurpations, all having in direct object the establishment of an absolute Tyranny over these States. To prove this, let Facts be submitted to a candid world. He has refused his Assent to Laws, the most wholesome and necessary for the public good. He has forbidden his Governors to pass Laws of immediate and pressing importance, unless suspended in their operation till his Assent should be obtained; and when so suspended, he has utterly neglected to attend to them. He has refused to pass other Laws for the accommodation of large districts of people, unless those people would relinquish the right of Representation in the Legislature, a right inestimable to them and formidable to tyrants only. He has called together legislative bodies at places unusual, uncomfortable, and distant from the depository of their public Records, for the sole purpose of fatiguing them into compliance with his measures. He has dissolved Representative Houses repeatedly, for opposing with manly firmness his invasions on the rights of the people. He has refused for a long time, after such dissolutions, to cause others to be elected; whereby the Legislative powers, incapable of Annihilation, have returned to the People at large for their exercise; the State remaining in the mean time exposed to all the dangers of invasion from without, and convulsions within. He has endeavoured to prevent the population of these States; for that purpose obstructing the Laws for Naturalization of Foreigners; refusing to pass others to encourage their migrations hither, and raising the conditions of new Appropriations of Lands. He has obstructed the Administration of Justice, by refusing his Assent to Laws for establishing Judiciary powers. He has made Judges dependent on his Will alone, for the tenure of their offices, and the amount and payment of their salaries. He has erected a multitude of New Offices, and sent hither swarms of Officers to harrass our people, and eat out their substance. He has kept among us, in times of peace, Standing Armies without the Consent of our legislatures. He has affected to render the Military independent of and superior to the Civil power. He has combined with others to subject us to a jurisdiction foreign to our constitution, and unacknowledged by our laws; giving his Assent to their Acts of pretended Legislation: For Quartering large bodies of armed troops among us: For protecting them, by a mock Trial, from punishment for any Murders which they should commit on the Inhabitants of these States: For cutting off our Trade with all parts of the world: For imposing Taxes on us without our Consent: For depriving us in many cases, of the benefits of Trial by Jury: For transporting us beyond Seas to be tried for pretended offences For abolishing the free System of English Laws in a neighbouring Province, establishing therein an Arbitrary government, and enlarging its Boundaries so as to render it at once an example and fit instrument for introducing the same absolute rule into these Colonies: For taking away our Charters, abolishing our most valuable Laws, and altering fundamentally the Forms of our Governments: For suspending our own Legislatures, and declaring themselves invested with power to legislate for us in all cases whatsoever. He has abdicated Government here, by declaring us out of his Protection and waging War against us. He has plundered our seas, ravaged our Coasts, burnt our towns, and destroyed the lives of our people. He is at this time transporting large Armies of foreign Mercenaries to compleat the works of death, desolation and tyranny, already begun with circumstances of Cruelty & perfidy scarcely paralleled in the most barbarous ages, and totally unworthy the Head of a civilized nation. He has constrained our fellow Citizens taken Captive on the high Seas to bear Arms against their Country, to become the executioners of their friends and Brethren, or to fall themselves by their Hands. He has excited domestic insurrections amongst us, and has endeavoured to bring on the inhabitants of our frontiers, the merciless Indian Savages, whose known rule of warfare, is an undistinguished destruction of all ages, sexes and conditions. In every stage of these Oppressions We have Petitioned for Redress in the most humble terms: Our repeated Petitions have been answered only by repeated injury. A Prince whose character is thus marked by every act which may define a Tyrant, is unfit to be the ruler of a free people. Nor have We been wanting in attentions to our Brittish brethren. We have warned them from time to time of attempts by their legislature to extend an unwarrantable jurisdiction over us. We have reminded them of the circumstances of our emigration and settlement here. We have appealed to their native justice and magnanimity, and we have conjured them by the ties of our common kindred to disavow these usurpations, which, would inevitably interrupt our connections and correspondence. They too have been deaf to the voice of justice and of consanguinity. We must, therefore, acquiesce in the necessity, which denounces our Separation, and hold them, as we hold the rest of mankind, Enemies in War, in Peace Friends. We, therefore, the Representatives of the united States of America, in General Congress, Assembled, appealing to the Supreme Judge of the world for the rectitude of our intentions, do, in the Name, and by Authority of the good People of these Colonies, solemnly publish and declare, That these United Colonies are, and of Right ought to be Free and Independent States; that they are Absolved from all Allegiance to the British Crown, and that all political connection between them and the State of Great Britain, is and ought to be totally dissolved; and that as Free and Independent States, they have full Power to levy War, conclude Peace, contract Alliances, establish Commerce, and to do all other Acts and Things which Independent States may of right do. And for the support of this Declaration, with a firm reliance on the protection of divine Providence, we mutually pledge to each other our Lives, our Fortunes and our sacred Honor. The 56 signatures on the Declaration appear in the positions indicated: Column 1 Georgia: Button Gwinnett Lyman Hall George Walton Column 2 North Carolina: William Hooper Joseph Hewes John Penn South Carolina: Edward Rutledge Thomas Heyward, Jr. Thomas Lynch, Jr. Arthur Middleton Column 3 Massachusetts: John Hancock Maryland: Samuel Chase William Paca Thomas Stone Charles Carroll of Carrollton Virginia: George Wythe Richard Henry Lee Thomas Jefferson Benjamin Harrison Thomas Nelson, Jr. Francis Lightfoot Lee Carter Braxton Column 4 Pennsylvania: Robert Morris Benjamin Rush Benjamin Franklin John Morton George Clymer James Smith George Taylor James Wilson George Ross Delaware: Caesar Rodney George Read Thomas McKean Column 5 New York: William Floyd Philip Livingston Francis Lewis Lewis Morris New Jersey: Richard Stockton John Witherspoon Francis Hopkinson John Hart Abraham Clark Column 6 New Hampshire: Josiah Bartlett William Whipple Massachusetts: Samuel Adams John Adams Robert Treat Paine Elbridge Gerry Rhode Island: Stephen Hopkins William Ellery Connecticut: Roger Sherman Samuel Huntington William Williams Oliver Wolcott New Hampshire: Matthew Thornton http://www.archives.gov/exhibits/charters/declaration_transcript.html Happy 4th of July!

I should have taken photos this past weekend! I had my dads 2005 2500 and 35' goose neck trailer loaded to 22,400 lb with 9,600 lb of hay.

Welcome!

Excellent post ISX.

Not trying to spam you all, but I had to add this... Saw this today in Gillette. Full of Win.

And I thought frac crews used a lot of diesel... dang

Yeah, I was looking at it, its a V16 detroit, with 4 turbos. The sign says it grosses out at over 500,000 lb! So... Does Edge make a chip for a V16 detroit?

I am passing through NE Wyoming. Some photos you all might enjoy. Wild and Free should know where I am at. Dump beds from big coal haulers

Let me get back to you later on that... I gotta get some work done. Yeah, gassers are usually a lot cleaner. The other thing to keep in mind with gas engines is that they have to run at a lot higher RPM than our diesels. Gassers also don't have 17:1 compression ratios and they can make the same power with a lot less torque, albeit at a lot higher RPM. Bearing design can be pretty complex. I am going to see if I can swing by my storage unit tomorrow and grab some of my machine design texts... mabe that might help us. I honestly haven't looked at this stuff for years. This will give me something else to look at when I am stuck in a hotel this weekend. Edit... Interesting article. I am having fun researching some of this! http://www.upmpg.com/tech_articles/motoroil_viscosity/ I still want to verify from my books, but according to a quick search, 0W oil should maintain its viscosity per spec at -35°C, a 5W at -30°C and a 10W is tested at -25°C. --- Update to the previous post... Cold engines need thin oil because the oil needs to flow. The oil is pumped from the positive displacement oil pump, but it also needs to flow through the passages, the pickup, and into certain nooks & crannies. The oiling galleries are sized to get the oil around at the "normal" viscosity. Basically, in a 10W-30 oil, starts out as a lighter oil that will meet the W winter spec, but has viscosity modifiers to keep the oil from thinning as it heats up. I am sure that there are a lot of hocus pocus additives for viscosity, but lets keep it simple with that model. The downside of these modifiers, is that they deteriorate and allow the oil to thin out at temperature. When I think about this, it passes the real world test. As when I do a hot oil change after a long period, the oil feels less thick than when new. Not scientific, but hey... I have no idea... I have looked, but haven't found any viscosity charts for oil vs temperature. I am willing to say that a 10W-40 is going to be the same viscosity at 0F and 200F, and a 0W-15 oil is going to also be the same at 0F and 200F. From what I have read sofar, the standard for specifying the SAE # of an oil is at ~210F/100C. Since this is near the normal operating temperature for most engines, I am not optimistic that I will find many viscosity vs temperature unless I get into the lab and make some myself. I think this website below will do a better job at outlining the issues than I can. Great page. http://www.upmpg.com/tech_articles/motoroil_viscosity/ Another good site. http://www.aa1car.com/library/oil_viscosity.htm

I am not a lubrication expert, but I have dealt with a lot of fluid mechanics in my career... Something that you have to keep in mind is the bearing tolerances and the level of precision that the engine was designed to. From what I read, lubricity is a calculated value, so I am going to ignore it for now. ha! Viscosity though, as a resistance to shear, makes good sense. In a bearing, say a crankshaft journal bearing, the primary purpose of oil is to keep the bearing surface from touching the crankshaft. Conventional wisdom says they will touch right when the engine starts before oil pressure gets up. As long as the engine isn't revved too high before the oil circulates, thats okay since the bearings are cool and it won't rub enough to get hot, soften, and gall the surface. Shear is a function of the fluid properties and the surfaces that it is running between. The relative speed, surface area, and distance apart of the two surfaces is key. The thicker the fluid, the higher shear, the more pressure it will withstand. However, if the oil is too thick, it won't flow fast enough to make it into the bearings and it will cause metal to metal to contact and gall your bearings as well. Shear also creates a lot of friction, so people can get better economy with thinner oils. However, in order to keep the bearings from touching with thin oils, they need to have the two surfaces (bearing and journal) closer together, in order to get the shear high enough to withstand the same loads. Ford has done this with their PowerStrokes, as they call for some very thin oil, especially for a diesel. Ford is taking a big risk with their engines for the sake of economy. When you tighten up those bearing tolerances, you really reduce the size of particle (dirt, soot, metal chip...) that can safely be in your oil. Diesels usually are pretty dirty inside, as is evidenced by our oil turning black so quickly. Keeping up on oil changes isn't such a big deal on our heavy oiled old school style cummins ISB's. Fords though, I would probably change the oil every 2000 if I wanted to keep it. (But that would be silly, since its not a cummins ) The old school diesels like in my familys 1970s John Deere industrial equipment call for some very thick oil, something like 50wt and 100wt if I recall correctly. The cool thing about this is, that John Deere knew there was probably going to be DIRT in the engine, and it might miss an oil change or two. They still wanted it to run like a Deere, so they gave it some heavy oil and bearing dimensions that you could safely float some pea gravel through. my 2cents

They can be good trucks. Like many gas Chrysler engines, the 4.7 v8 has excellent ventilation through the block. I have seen this become a problem if the engine is not allowed to get to operating temperature for extended periods. We had ice form from the condensation in the engine that didn't get hot enough to boil out, and the water froze in the bottom of the pan. not trying to hijack, or plug an ad, but below is an interesting dakota I found on craigslist diesel conversion Dakota http://wyoming.craigslist.org/cto/2433329016.html

I think you are right. The Compression ratio is a huge factor in efficiency. The tighter you cram the mixture before it auto ignites, the more pressure is has to expand and make power. Its like starting higher up on a hill when you are sledding down. The high compression ratios we have in our Diesels are what make them so efficient compared to spark ignited gas engines. If we could get the weight down on a Cummins and run it in Nascar, we could make a lot more laps between fuel stops than Gas! I knew a guy who was a consulting engineer for the Penske Indy Car team and tried to get them to make a diesel car for years but never could get them to do it. I don't have any of my thermodynamics stuff around right now, but I found a chart that illustrates CR vs thermodynamic efficiency. The difficult thing for me in thinking about cams, and how they are designed, is thinking about it at the speeds the valve/piston see. Meaning, that things are happening so fast in that engine, that when the exhaust valve opens before the piston is even at BDC on the power stroke it takes a certain amount of time for the piston to "feel" that pressure wave from the valve being open. Ideally, we would open the valve so that the piston would "feel" the pressure drop right when it is at BDC. Same for the intake, ideally, we would open it just in time to push (scavenge) the last of the previous charge out of the cylinder. And then, we would close it right when the valve "felt" the pressure change of the piston coming back up on the compression stroke. I'm really looking forward to your results.

When you said it, it seemed like you meant I was an idiot for tightening it when the chance of it hitting was that great It really is incredible. I am wondering if the only reason the valves don't sit at 0 lash is because there needs to be some oil between the rocker and valve to keep it nice for a million miles. Incredibly interesting