Recent Content by cerberusiam

They can be tested that way and you likely get a valid test. Partly because there isn't anyone in the states that knows how to test these injectors correctly and most of the techs couldn't understand what they get for readings anyway. It is racket to sperate you from $$ in most cases. They test...

Is a 6 truck fleet from 2011 thru 2017 hauling too much weight driven by a bunch of monkeys that don't know where the downshift button is ENOUGH of a cross section to draw some valid conclusions from? One went over 300k hauling more weight than it should, one just short of 300k, 3 of them in the...

A stock 68RFE is broken on build more often than not. Your friends was an anomaly, yours is nearing the average failure mileage. Considering the cost to rebuild a 68RFE is in the $6-8k range fixing it before it costs a pile of money just makes sense.

Revmax Zero Flex VB and a PPE deep pan with bigger spin on filter is the single best investment in your transmission you can make. The next best thing would be a Transgo Tuneless kit. The later units are better and you don't have that many miles yet, anything you can do to help to extend an $8k...

You need 50 HP and a couple hundred TQ and THEN it will feel much better. I *think* a Smarty Jr S67 might work for what you want, it has a 40 HP setting and removes a lot of the TQ management. You get a code reader and tire size selector with that for a modest price. I cannot find where it...

Should be no movement on the fan clutch or the shaft. Depend son where the movement is. If the clutch assembly is moving on the shaft then it is the clutch assembly worn. If the clutch assembly and the shaft move it is the support bearing, either worn or the mounting bolt has loosened.

My son has an 05, plastic end cap CAC, over 300k, too many times over 70 psi with compounds. Rod bearing gave up, CAC is still fine. No rhyme or reason why some fail and some don't.

It is easier to run more DEF, add EGR than redo fueling curves but like anything it is a balance of MTBF. DEF with the current system on these trucks is problematic, they can and will fail for odd reasons trashing the whole system. One just hopes it happens under warranty or the truck is traded...

Engine control software, including emissions, is all Cummins programming. Dodge just includes the files Cummins gives them in the update packages. If we are LUCKY they don't mess with fueling and increase it richen it up to avoid NOX issues. What is sad that it is cheaper for Cummins to pay...

The only decision to make is if leave the plug out of the VB or put it in. If you up pressures you have take the plug out so it vents correctly. When we did mine put in the new VB, PPE pan, bigger filter, did a relearns and promptly made several trips to Texas and back. It was pretty good...

Ask them for their recommendations and report back. There are so many variations and you have to live with what the builder will support so get their input before researching too many ideas.

Potentially, that is probably true. An Allison conversion is a lot more commonly talked about and more than once have seen threads about something other than a baby Allison as a swap.

The 58 can be built to handle moderate power increases, the AISIN has little support for power upgrades and is pretty much maxxed out at stock levels. Still cheaper to upgrade the 68 than build an Allison to hold un-torque managed Cummins power. OP wasn't asking about the AISIN anyway, he...

You are wasting your money NOT buying a Revmax Zero Flex VB, anybody that tells you different is not doing you any favors. None of the gaskets type fixes work as well as fixing the problem, the flex in the complete system and sloppy machining. The separator plate is only part of the problem...

You will spend way too much time and money to stuff a Allison 3500 in that truck. The 1000/2000 series will fit but way spendy considering what you get. Cheaper to fix the 68RFE. Yes 3.42's and a 68RFE is a good match for cruising mileage, all other things being equal.