hd99fxr3

Sounds good to me

My son is now 10yrs in the Air Force. It is beyond a doubt the best of the services to join. But as in all things, if it is not a job flying in an airplane, you are just another number. The Air Force is about planes, and if your not flying in them as a Officer or enlisted, they suck. Son is a loadmaster on C-17s and loves it. Well over 8000 hrs flying time and numerious deplyments, flown around the world twice, and is currently in OK teaching new loadmasters how to do the job. In his words he's having the time of his life. But he has a flying job, and that's the difference. His last enlistment bonus was 45k tax free money.Just tell the recruiter you will only accept a flying job, and hope your asvab scores are high enough to get one.

More like David Allen Coe. I'd love to put in a cam, and a smarty, but the gains in MPG will not give me a ROI before I'm dead. The truck has more power than I need, so I'm not going to fix it till it's broke. I've got the HD for when I feel the urge to go fast in the twisty turnies, or to commuin with nature. The tractors feed the need to tinker, and with the exception of the puller ( I'll make money on it too, cause I got it right), make me money when I go to sell one. I never mess with my DD, except to pull maintenance or fix something that broke. You wouldn't believe all the things I did to the Roadglide, but the drive train is now bullit proof putting out 110 ft-lb TQ and 102 HP from 103 C.I. It'll run on regular if I can't get Premium, and has a 10.2-1 static compression ratio. The 5 piece crank has been welded and rebalanced, the cases modified to use tapered bearings on both sides of the crank instead of just one, to controll the thrust. Flat top pistons set .001 proud of the cylinder, .030 head gasket for a .029 squish, heads and throttle body ported to increase flow, but not kill intake charge velocity. And about 30 hours tuning the map for the EFI. She has 90 ft-lb just off idle and 100 at cruise rpm (2600) and carries the 100 ft-lb curve till 5200 rpms. And still gets 50+mpg running 80mph on the interstate, with 2 people, saddle bags full and the trunk full as well. I'm all modded out . Almost forgot she has 15k on the clock since the build. Last trip was to Illinios for the big flat track race on the Springfield Mile.

No need to hide behind the couch. My bark is sometimes over rated. I've been down the mod road twice with the bikes, and enjoyed every minute working on it. But that dog don't hunt anymore. $$$$$ The truck is a tool, my toys get the attention, and the mods (tractor pulling tractor).

:lmao2:That's the downhill leg. Wait till you go the other way!

You nailed it. Will be headed up the Saluda Grade in the near future, and then down Jellico. Gauges and the like are not in the future for this truck. I bought an extended warranty when I bought it and there is no way they will have an excuse to void it, because of something I added, or some service that wasn't performed at the scheduled severe duty interval, using Cummins or Mopar approved oils and filters. The trucks were designed and spec'd to perform a task in a certain manner, without any help from the aftermarket. Just a statement, not throwing down the gauntlet for a discussion about the pros and cons of the aftermarket. Fixed all the things that Harley should have done from the factory on my Roadglide. Is it a better bike? Yes, but never again. Hince the extended warranty on the '06. If Dodge didn't build it right, to do the job the specs say it will do, they can fix it, not me.

Are you addressing me or Dripley? I would think that in tow haul mode, the computer would decide the gear. Since my engine temp. never went over 200, and the speed didn't fall off in the hill (suggesting mph too high for load/terrain) it was good to go.

Just came back from FL pulling a 14k tag a long, totaling just a hair over 10K, a wood stove in the bed and a Golf cart, 17KW Lister genset and a John Deere tractor on the trailer. Ol' Blue just chugged right along, even when I got into the rolling hills of SC on I-26. Transmission was in Tow haul mode, w/ cruise set on 65. The only way I could tell I was in a hill was because the turbo would start whinning from spooling up. Not once did the transmission down shift or come out of lock up. Is that normal? Some of the hills were pretty long, such that Semi's were pulled down to 55 at about the halfway point. and I would have to go around them.

Just did another 402 mile trip to FL. and got hand calculated 19.43 mpg running 72-78 with some spurts to 85 to get around traffic. Again using Murhpy's (wal-mart) B5-B20. The return trip was pulling a 10k load and a wood burning stove in the bed. 65-70 with spurts to 75. Will be filling up Thursday or Friday, overhead is showing 19.8 so probably 13-14. I'll update when I fill up.

My Dad's '05 has the same problem, and it has 2 new batterys in it. It killed the first set of new batterys he put in it, because the truck killed the old set. He's had it to the dealer and they have not had any luck finding the problem.

A loose bolt will also cause fretting which will have a rusty look.The other question I have is that the threaded holes for the rail hold down bolts are blind holes in the OEM piece, and through holes in the aftermarket piece. What steps if any did you have to take to seal those?

I believe I know what your trying to say, with your example above, but I'm not sure it's correct. As I understand it there is very little difference BTU wise between Regular and Super. Just that the Supers higher octane rating allows you to produce more power from a high compression engine by allowing more timing before pre-detonation. E85 for example is around 105 Octane but only 75-80k BTU depending on purity. Poke here for a discussion on the topic http://forum.onlineconversion.com/showthread.php?t=233

I just turned 488.3 miles in three consecutive trips to and from work (75miles one way) took 25.35 gals to fill up for hand calculated 19.26 mpg over head said 24.3mpgs. I live and work in what is considered the foothills of the Smokies. Travel the I-85 corridor between Spartanburg SC and Charlotte, NC daily. It's rolling hills to and from with max. 5 mins idle time going and around 10 mins. on the return trip. 70-80 mph depending on traffic with some momentary stop and go to be expected either direction. Using Murphy's (wal-mart) B5-B20. Not to shabby for a stock I think '06.

Then I would submit that the guest house is built on top of an underground spring. Have a similar situation with my current house. Thank goodness it sits on a crawlspace. When ever it rains heavy for a day or so I get water under the house, which sits on top of a rise / hill. At the bottom of the rise about 1/4 mile away is a creek. The yard around the house is graded such that all the water should run away from the house, not under it.

Mike, thanks for the schooling. Now I have my pea brain wrapped around what you have been saying.

Ok, I've mostly been what if'ing with my last couple of posts, just to see if anything would shake out of the tree. :tongue:But I still say that, the logic shown on the graph is flawed somehow, when it's used to to discuss CTD's. If the statement is made that the engine was designed to operate with a cetane value of 45-55. 50 being optimum iirc.Why would operating the engine using 30 cetane fuel, not cause operability / longevity issues. Yes a diesel can operate over a wide range of cetane values and fuel types, but operating any type of equipment outside of it's design parameters always causes problems with operability or longevity.

Both of those trailers are tight on the distance between fenders. Having a low trailer is great for loading and unloading until you have something that won't fit between the fenders. Depending on your intended needs they are a bit on the short side as well. You can have a trailer that's too short and one that's too long, but you can never, have enough trailer.

Here is a pic of an overbuilt 14K GN. This company builds every trailer the same, all they change is the axels. This same frame would be used for their 24K trailer just different axels. This trailer is 5500 pounds empty.Notice the 12-19 I beams, on the neck. It's the same size as the frame, which is too heavy for this size and weight class. 12-19 means this beam weighs 19 lbs per foot lenght.

They are a good company. The thing to look at is weight of trailer, vs. the way it's built. it will be posted on the data plate. If it weighs more than 4500-5000 lbs it's over built. You won't tear it up, but you can't haul as much.Look at brake size and axle manufacturer. Dexter is one of the best.

That would tend to make things more difficult. You could still do the sides, with large gravel pits. Good luck

Mike, since the guest house is on a slab, you would need to be careful you don't cut through and water or electrical lines or drains. Since the ground is still soft I would rent a backhoe and trench around the slab, put in a shallow layer of gravel and then put perforated pipe in and then top off with gravel. run the pipe off somewhere out of the way. Your water problems should be cured once and for all, when the water tables high. http://www.mywaterproofing.com/Interior_Drainage.asp http://ddaconstruction.com/frenchdrains.shtml

My dad's '05 3500 was doing that and it was some relay that was stuck. Don't remember which one.

Dorkweed, thanks for clearing up the octane, cetane issue.What happens when you buy fuel from a high sales volume outlet, that is .13 cents a gallon cheaper than anywhere else in town. Whenever I fuel there my milage goes to crap. Is this a sign of low quality fuel? In my opinion yes, since there is not enough water in the fuel to detect. Would Cetane booster help in this situation or hurt?Yes the high cylinder pressure, being a good thing comments were more or less with purpose built engines in mind. But still as you pointed out high pressure at the right time, regardless of how it happened is a good thing, as long as the design parameters of the components weren't exceeded.My point being with my '06 with three injector events, may see a benefit from early ignition, especially on the third event. Which as I understand it was to cool the exhaust temps for emissions reasons. If there is a fuller ignition event because of the pre ignition tendencies of higher cetane on the third pulse, the timing could be spot on for an added boost in power. :pray:I'll quit now before I stick the rest of my foot in my mouth.

I still haven't swallowed, what your saying hook line and sinker. So I will need some more schooling If we take for example simple engine building for power. High cylinder pressures are highly sought after under the right circumstances. BTU's high or low should be decided at the time of design. And Cummins did that and it seems to me that I read that the 24V was designed for a Cetane value of 45-55 (will see if I can find that again). If cetane acts like octane and inhibits burn. How does it foment early ignition, which is not always a bad thing. A faster burn too early is a bad thing, but a slow burn causes it's share of problems too. Lower BTUs equals less energy to burn, Higher = more energy to burn. That does not always mean MPG is directly related to BTUs for every engine type. Just haven't figured out if the cylinder pressures are high enough to overcome lower BTU rating. After all cylinder pressure = torque.

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