theakerstwo

.The ecm will need to be monitored with a reader. This will tell you what switches is not doing what.The VSS can be defective also.There will be two switches on the dash and a parking brake switch plus a stop light switch and a clutch switch that goes in play with it.A wiring problem as well as a module being bad can happen but only a reader will show this.

You don't need a gauge how ever it is very impressive standing up in the corner of the shop. jack front wheel up so they will spin.While the wheels are being turned paint a white line about 2" wide all the way around in the center of the tire.Then turn the wheels and scribe and line all the way around in the painted line.Do this with a large screw driver on a block of wood so it will be straight.Then let the wheels down on the ground.Measure from center of one scribe line to the other.i find its best to start with the 1 " mark with a measureing tape. Measure front to back and most tires do well with 1/16 to 1/32" of toe in.Did I say let the tires donw on the floor?

One thing about the 12 speed is you don't have that problem with the range snychros that the 9 speed has.

I remember a fleet of mixers with the engine in B models. They were not turboed.These trucks had the small quad trans and wedge brakes.

The thing about getting it stuck is no one can get it out.

Guys look at it this way, we may never be able to make them pay for their low life ways but our good Lord has a plan for them so if its any help just remember that.That is what makes me get thru the day is knowing in the end they will be begging to let me give them their justice after they see what the Lord has in store for some one who will steal lie cheat and problaly will sell their own kids for more power.

You guys just don't get it, we are here to make their life more easy.The Kenyan is royal and he needs us.

A rag in the intake.I saw that happen just two weeks ago.Some one installed a engine and droped a rag in and it went to the rear cyl and messed with a few minds.

If I had it here I would first take a spare line and injector and connect the line and injector to each connection on the injection pump leaving the injector out in the air and run it. Observe the fuel spray from each barrel and plunger on the injection pump.If they all look the same delivery then check for a blowed head gasket.

The problem with repairing things like a turbo your self is if its going to fail it will in most cases not tell you its going to blow up maybe away from home.Just think what the toll bill would be. I have seen many blowed turbos that caused other damage.Most of the mistakes drivers make is trying to go on to a good parking spot and running it low on oil.If its a toy truck then go for it but if your making a living with it be carefull and do some thinking.Replacing the parts is not that big of deal but knowing when to give up and exchange or repair that is not all that easy.Its not even common for a commercial shop to try to repair them because too many problems like housing wear or wear on the shaft and how to get the wheel off as well as how to get it back together with out breaking a seal.Year back I and many guys have resealed them but not all can be resealed.That turbo there has a double floating bushing meaning a wear can be found on the housing also.

A lot of people in the grave because of DD engines.If you don't know about them don't adjust nothen.

That information may be hard to find now that big brother is watching.

Non of us stop learning and I learn something new ever time I read the forums here.

I had no ideal but I have looked at it this after noon for a few hrs thinking it may not been that heavy with it still on.So I may leave it on.

Would some one know what the weight savings would be by removing a 36 or 40 sleeper that comes about 6' above the cab on a 98 CH?

caging the brakes will not affect the service side.

That myth has been around since I have been working on trucks ,Like been said to many variables to take a measurement at the wheels.One thing that is not a mtth is what was said about a 237. If it was not for them we would not have the big horses we have now. They delievered the material that it took to invent the bigger engines.They made money for a lot of poor people.Ever one could not own a peterbilt.

I am planning on putting a E7 in a CH model to work this spring and it does not have a jake but am going to consider a Telman retarder.I have not called any one on pricing so that may be the killer. Any one on here been around them?

Those cheap jap radios will tell you anything when your out on the road.Look at it this way, no engine manufactory would let the end user which is the truck builder rate their engine.The reason a 237 mack can out work a 290 and 335 cummins is because they have a low end torque rise that cummins did not have back then.With a 5 speed and max torque and HP at 1200 they was more than a 290 cummins.Cummins did try to duplicate the maxidyne with the NHCT 270 with a 5 speed but it was not what a 237 was.A maxidyne was very misunderstood by drivers and may be to this day but its how you drive it.Most guys wanted to keep the rpm up as hi as they could and would not let it pull down were it was working good.

I would leave it along and it will serve you many more miles.I found that when you add power you or any one else soon wishes for more.More power you burn more fuel.

Rated at the flywheel like always

I am just glad I don't have to try to keep up with that stuff anymore.

Is your CEL comeing on?

Different model jake brake

The ENDT673C would have the low end torque if the governor was changed to the maxidyne setings.