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Well can’t compare any of them to the next anymore but Cummins isn’t what it used to be….build QC and parts QC has gone to shit……

About normal in anything to suffer mileage during winter. Partly from idle time and partly from parasitic loss from cold fluids, e.g. transmission and differential. But that’s not the culprit, the root is emissions. Aftertreatment strategy is based off ambient air temp. The same temp you read on...

That’s how my day started. Stared at Jeeps parts in particular a Ford 8.8 project and lost interest immediately, Restrung two Hoyts and built arrows instead, much better.

Dealer froze the sample means shit. How big was the container and how long did it sit in fuel filter housing. I bet they can’t answer that, or did they provide the lab result. Yes it’s a valid test but has to be interpreted correctly. If enough water is present then WIF should trip, this depends...

Well it is a 220ci V6 so…… Mileage and power returns aren’t stunning, but for what it is it’s not bad, actually kinda impressive. All I can say is if mileage and power are a bummer….then tow with a 4.0 inline, makes the pentastar feel like a Hellcat.

Speaking of that…..went and visited a friend this last Sunday who’s wife works at the local hospital, he said a JT lit up in the parking lot…..

Your diligence on early maintenance steps isn’t overboard, not even close. The engine especially should be drained off 500 to no later than 1K, afterwords whatever is fine. A lot is happening in the initial run in. Unless the OEM can provide documentation that engine was run to rated speed at...

Dealer is overreacting, that’s just break in material

There is something worse than a high priced Jeep….. A $50K plus side by side. Now that’s incredibly dumb

Yeah those trucks would be relegated to paper towels or LTL freight, maybe triples for FedEx, would be worthless for any weightI couldn’t imagine one hauling equipment or any A or B train combo. I wasn’t aware the Tesla burnt down, but I don’t follow on highway stuff. My world is off highway and...

EGR was pre EPA 07. The first step in emissions in the early days of it. It would lower in cylinder temps and reduce NOx. Opening at idle or decel, later it was calibrated to open under low load/low boost conditions. EPA 07 was the introduction of DPF. EGR was still viable then as a DPF does...

Someone told me while back that it was either Tesla or Freightliner had a class 8 OTR EV prototype truck capable of 500 miles @ gross weight of 80,000lbs. It was just some general tid bits and I know zero details. Where and how they got to that mileage I don’t know but it’s impressive.

Yeah and this is why I say EGR is absolutely the worst element of all emissions. And what’s more it’s useless technology now, it really is. With an SCR and DEF to manage NOx and a DPF to capture particulates the need for EGR is absolutely irrelevant.

Over the road trucks have been tier compliant long before anybody heard of an ecodiesel. It did start way back when with EPA 07 in light to heavy duty trucks, and again with EPA 13 and again with EPA 17. It has been an evolution. It’s not about a possibility, it is a real thing. Nearly all...

As am I, mpg only serves to understand final output from exhaust stream. One getting 15 on 37s vs the other getting 25+ on 37s. More distance per gallon equals less final output under similar driving instances. Some examples people have claimed closer to 30 with a diesel? Maybe BS but if true...

I can’t speak to boats but all industrial machinery from skid steers all the way up to 400 ton mining haul trucks have complete AFM systems. Rail locomotives are in large part are Tier IV compliant and all over the road trucks are as well. It’s not just pickups. It’s not just middle class Joe’s...

The same tards that think whoever gets the highest EGT is a winner, the same ones that have 2 year old truck that smells like grandpas 12 valve at idle……aren’t they great…..

Yes and no. Beings that most diesels or certainly this particular diesel can squeeze 5 to even 10 more than my gas ever would do that would be a hard no. Deleted that fuel burn would drastically decrease due to no need for thermal management of the DOC or passive regens. At this point it’s a...

Common rail by itself is very clean, far cleaner than inline mechanical or HEUI systems. A common rail engine left alone with normal calibration and ALL the AFM and EGR removed is still very clean, again with normal calibration. Higher pressure means better saturation which equals cleaner burn...

The last part isn’t even close to true man. Gas engine will set ST/LT trims which helps and uses only a series of cats to clean up the rest, diesel on the other hand will control injection events by how much and when along with EGR to lower internal temps which controls NOx, afterwards trapping...