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RE: diesel exhaust fluid?
I bet the cab/chassis trucks will continue the CP3 pump, since they probably won't enter the HP wars with the consumer pickups. I think the CP4 is pretty much mandatory if they decide to up the HP to match the GM & Ford offerings. OTOH, they may change the cab/chassis pump too in order to simplify the supply and manufacturing lines.
PS - Anyone notice that MDTs still typically only offer 200 HP standard in their diesels? Sure, some will have options for more, up to 300 typically. Ford even offers a 340 HP Cummins 6.7L in the F650, but will only allow it to be purchased for RVs and Emergency Vehicles. This tells me 340HP is too much for the duty-cycles expected in other commercial vehicles. FWIW the F-series Cummins 6.7L also uses DEF. Also noteworthy is the absence of the Ford 6.7L from the MDT F-series line-up, even though the V10 is now offered.
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carringb
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05/24/12 12:06pm |
Tow Vehicles
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RE: Question for 2011 Dodge 6.7L owners
There is or so I'm been told a change in the sound engine when it goes into regen and you will know when it happens.
Form what Cummins told me the engine will only regen when needed, if you run it a little hard on the highway, towing, or pulling grades even empty the engine will not regen very often, if at all. This came from a QC engineer at Cummins so take it for what it's worth.
As far as the t-stat stay with the 195*
Don
Yup. The engine makes a "whine" sound, like an extra fuel pump running (I think its actually the turbo changing position though). And the exhaust gets hot enough to light your pants on fire.
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carringb
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05/24/12 10:13am |
Tow Vehicles
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RE: diesel exhaust fluid?
The general consensus is that this active egr and dpf cycling is also why the Dodge does not perform as well as the GM or Ford on the various magazine shootouts. The Dodge runs well and does a great job of towing the trailers but is measurably slower in the testing.
Not to mention the lower fuel economy due to regen operations. In some case, like my fleet (which runs predominantly in town with frequent idling) the extra fuel burnt is significant, and also causes engine oil dilution, forcing very frequent oil changes.
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carringb
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05/23/12 10:15pm |
Tow Vehicles
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RE: Question for 2011 Dodge 6.7L owners
Don't change the thermostat. You will likely see more regen action with a cooler T-stat.
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carringb
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05/23/12 08:13pm |
Tow Vehicles
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RE: Disconnect battery before arc welding on frame?
It's always a good idea, as it will make damage to electronics inside the trailer less likely, and also prevent the discharge of hydrogen gas from the batteries charging if the trailer is plugged in. Damage to electronics is a unlikely, but it's easy insurance to reduce the chance of it happening. After all, RVs aren't exactly known for high-end components inside.
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carringb
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05/22/12 10:44pm |
Towing
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RE: Would you push it?
I wouldn't worry about the tow. Just keep in mind that if the ramp does get slippery (which it can from all the water coming off boats as the exit the ramp), you will will at a pretty serious traction disadvantage.
I highly recommend carrying a nylon tow strap, and learning where to attach it on your van, in case you do need a little help getting up the ramp. If you are already prepared to get towed out, you will have much better luck finding somebody to give you a little tug. Not all Siennas have the front tow slots. If yours has them, you can use a shackle to attach a tow strap. Never use the point of a tow hook to attach to a body tow slot. They are made for T-hooks, and "mini-J" hooks that are present on tow trucks. If you don't have the tow slots on your van, you can choker one of the lower control arms.
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carringb
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05/21/12 11:32am |
Towing
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RE: Speed control
My guess is the running lights are back-feeding into one of the brake lights or turn signals. I would start by cleaning any corrosion in the bulb sockets. Even very small feedback, not even enough to affect the lights, can be enough to disable the cruise control.
Also, double check any brake control wiring if present.
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carringb
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05/21/12 11:23am |
Class C Motorhomes
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RE: 5R110 Torqshift behind a 7.3L?
No matter how much you build up a 4R100, is still doesn't have the ratios advantage of the TorqueShift.
Powertrain Control Solution (PCS) makes a controller for the 5R110, but they don't support the programming. This requires ordering the PCS unit from Destroked.com who does the programming.
The factory Ford ECU will assume the truck has a manual transmission if the transmission control harness is unplugged, so it will still operate the motor properly.
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carringb
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05/18/12 08:49am |
Tow Vehicles
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RE: My tow pig/DD build thread. F350/Cummins 6.7/twins/6R140
Not understanding why use that trans, when everyone else is adapting the Allison to the Cummins? Is that what your truck was built with? Sell it! Put the money towards the Allison. What you save on not needing a custom one-off adapter will finish paying for a max-built Allison.
Dare-to-be-different is cool, but can get very costly, very quickly, and then continue to add costs. Best to just go with the flow. ( Says the guy converting a sports car into a trailer-tower )
The 6R140 has better ratios. I looked at dropping the Allison 6-speed into my van, but the top gear wasn't any taller so I wouldn't see any fuel economy gains, unless I also re-geared the diff (and then the 6R140 would still have a better overall launch ratio).
Stock, the 6R140 is rated for more torque input, and also more GCWR.
I hope to have a 6R140 in my van one of these days...
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carringb
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05/17/12 08:25pm |
Tow Vehicles
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RE: Comparing emmission problems
Both of our 6.7L Cummins (one Dodge, one Sterling) have chronic emissions-related issues. Some just a nuisance (frequent check engine lights, periodic loss of power), some are more than a nuisance (7-MPG average and excess fuel in the engine oil)
Ford kind of learned about EGR problems the hard way on the 6.0 PSD. But, the 6.4L PSD also gets terrible fuel economy.
ALL of the new diesels require much more diligent maintenance. Topping of your antifreeze with standard green stuff can land you with a cracked EGR cooler. This was a common cause for blown head gaskets on the Ford 6.0, and increasingly seems to crop up on the Cummins 6.7L.
So.... stick with OEM specs on everything.
As for letting your emissions equipment fall off.... Be sure you understand all the potential consequences of that. This could result in a cancellation of the warranty (YES, that is a written term within the warranty contract), to potential EPA fines, which can be steep if you are a business owner, as these fines are based on business revenues. Private owners probably won't face fines, but you could face an inability to register the vehicle in an emissions-check area.
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carringb
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05/01/12 08:48pm |
Tow Vehicles
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RE: 2005 Yukon Denali no brake lights
Not uncommon for the brake switch to fail. The brake circuit is normally open, and the cruise is on its own separate circuit, and is normally closed. The contacts inside the switch are susceptible to fatigue. Aftermarket switches (NAPA, etc) do not have any moving contacts inside to fatigue, but I'm not sure they will last any longer.
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carringb
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05/01/12 12:15am |
Tow Vehicles
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RE: Axle failure
Most of the large triple-axle toy haulers have 6k axles, with 8-lug rims. My weekend warrior did, and every new toy hauler I've looked at has the same setup. It's part of the reason I started a thread a month or so ago, in the toy hauler section, about new jumbo haulers having no payload. Most of the 40+ footers weigh so much, even a couple quads in the back would send them over GVWR.
But yes.... most bearing failures right after they get re-packed, because folks think they need to pre-load the capture nut.
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carringb
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04/30/12 07:05pm |
Towing
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RE: New Andersen WD hitch
I'm off to camping world for a WD and sway system.
Reese Dual Cam!
Seriously though. My weekend warrior (14k typical, up to 18k fully loaded) towed just as good using the Reese Dual cam, as it did with the Hensley which broke and I replaced with the Reese.
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carringb
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04/30/12 07:01pm |
Towing
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RE: Am I crazy, or....
Some big rigs are now using Liquified Natural Gas, as this retains the ability for compression ignition. They still drive like a big rig should. Main disadvantage is re-refualing, as gas-to-liquid compressor/refrigeration stations are $$$
Cummins used to make a Compressed natural gas version of the 5.9L, used almost exclusively in UPS trucks. It was spark ignited. Driver's did not give it favorable reviews.
Aftermarket CNG conversion, some bi-fuel, have been available for many light truck motors for some time.
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carringb
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04/24/12 11:30pm |
Tow Vehicles
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RE: Older Diesel vs Newer Gas - Which to buy?
A friend of mine has the e350 extended van with the 7.3, he hates it in comparison to his F350 with 7.3. Says there is no comparison. I'd go for the newer version. Also, remember that those vans have a relatively higher accident and fatality record, some areas are banning them for school use. I suspect that they are a little too big for the chassis, they are very easy to overload. The light gas engine will make it a better balanced vehicle, and a lot lighter.
Brian
The 7.3L in the vans does not have an intercooler like the '99+ F-series. Therefore, it does not make as much HP stock.
As for safety, E-series vans have a much lower loss rate than average, at 0.79, compared to ~1.15 for the F-series. 1.0 is baseline. The E350 can carry 3,000 -4,000 pounds depending on configuration and trim. But yes, the gas motor does earn you a little more carrying capacity. But only on the front axle. Rear tires usually max out first.
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carringb
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04/24/12 10:55pm |
Tow Vehicles
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RE: Older Diesel vs Newer Gas - Which to buy?
My vote goes to the 2006 5.4 gas. If it doesn't have a hitch then I guess it doesn't have a trans cooler either. If they tow lite like you mentioned they should be OK. But keep the cooler in mind just in case. Heat is the biggest killer of transmissions.
All E350 wagons have the aux trans cooler.
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carringb
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04/24/12 10:43pm |
Tow Vehicles
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RE: Older Diesel vs Newer Gas - Which to buy?
I like the 7.3L. That said.... owning an older diesel isn't for somebody who isn't decently familiar with them. The 7.3 certainly has a quirks. It requires a special coolant additive, and if that hasn't been used cavitation can get so bad the engine will hydrolock. The Camshaft Position Sensor is notorious for suddenly causing a complete loss of engine operation. The 7.3L also goes through periodic flow plugs, and occasionally injectors. Expect to pay for 3-6 hours of labor each time that happens, unless he is a DIY person.
Also, the 7.3L has an appetite for stock Torque Converters, so if that hasn't been upgraded yet, it's only a matter of time.
The 5.4L is a decent engine, for your friend's, is probably a better choice, because there isn't much that goes wrong on those motors that'll leave you stranded. It'll sound like it's working harder, and won't have a much pull off the line, and will be shifting through the gears on hills. But it'll do it reliably.
So why would I pick the 7.3L over the 5.4L for my own use? Because this:
http://www.youtube.com/watch?v=d54Ss6puVVg
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carringb
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04/24/12 08:04am |
Tow Vehicles
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RE: Choosing tow vehicle, Van or 3/4 truck
That's strange. When I got my van it took a 5-min call to my credit union to get a 3-yr loan.
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carringb
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04/23/12 07:45pm |
Tow Vehicles
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RE: Suggestions For Used TV?
You can get a 10-yr old E350 van for next to nothing. It'll carry and/or tow just about anything you can think of, and is a pretty reliable bet.
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carringb
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04/23/12 07:39pm |
Tow Vehicles
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RE: Hensley Brake Controller Problem,something's fishy.
My Prodigy works 100x better than my Hensley Gold ever did.
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carringb
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04/23/12 07:37pm |
Towing
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