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Hello Moses, I am a first time diesel owner as of Friday of last week. I tow a 10,000 pound tandem axle trailer for my plumbing company and I put 171,086 miles on my 2006 Dodge Ram crew cab SLT 1500 with the 4.7 pulling this rig. Due to a thermostat failure I did major damage to the motor and did not have time to rebuild that motor even though I just rebuilt the tranny at 156,743 and put new computers in it 3 weeks ago was getting ready to order a fully rebuilt motor from a reputable sorce but this happened a little to soon. So I put on my big boy pants and bought a 2007 Dodge Ram 3500 dully short cab 8 foot bed it is the ST model with 5.9 high output Cummins turbo diesel with only 26,324 miles on it and as an added bonus it came with a fully working very good condition liftgate. I loved my 1500 and I couldn't believe all of the work it was able to do and how comfortable it was and how little problems I had with it for all of the abuse I put it through so when it came to getting a new truck there was no question who I was going with. my question one of many is I had four doors on my other truck so on a weekly basis I'm out of town 4 or 5 days a week so I take luggage extra boots just anything I think I'll need this truck does not have the back seat so I am in desperate need of getting rid of the liftgate and putting a bumper, tailgate and a topper on the truck. have a little bit of money and whatever I can sell the lift gate 4 to purchase those items I have found the bumper and all the brackets brand new for a relatively good price and the tailgate. my question is do you think that one of the flat tonneau cover type is better for gas mileage when towing my work trailer or A large camper top style. I believe a nice camper style with the stepped roof would be more beneficial and also have a better look over all for the styling of the truck. thank you for any information you can give me by respect your opinions.
I just completed a test cycle with Royal Purple's Max-Tane booster for diesel engines. The magazine's Dodge Ram 3500 4x4 Quad Cab has nearly 140K miles on its odometer now, and the common rail injector system has never required service. The turbocharger has also been trouble-free. With regular preventive maintenance, fuel filter changes and periodic use of gDiesel fuel when available, there has never been the need for injection system service. We have run octane boosters when taking long trips or hauling. This year's run to Moab for the Jeep Safari plus two subsequent trips to Southern California seemed an ample opportunity to test Max-Tane. Royal Purple states that users can expect several gains from the product. In approximately 5,400 miles of real world driving, we added six (6) 20-ounce cans of Max-Tane to conventional ULSD fuel available in our Western market. This equated to 120 ounces of additive for 300 gallons of fuel. The safe maximum usage calls for one ounce of Max-Tane for each two gallons of fuel, so we leaned toward the maximum to produce the best overall benefits. For the first part of the testing, including the round trip to Moab and nearly 2,000 miles of driving, the additive was at peak ratio. Categorically, these were our findings: 1) The engine's performance was more responsive, with noticeable increases in acceleration and overall throttle response. Throttle was "lighter" at cruise. 2) Fuel mileage was slightly improved. This was not surprising with 4.56 gears and 34.5" diameter tires, as the engine is operating beyond its optimal rpm range at internet cruise speeds. Minimal mileage gains were expected. Testing revealed a mileage increase of 4%-5%. This would likely improve with proper final drive gearing, and we would gladly review the product further after either changing to 4.10 gears or installing an aftermarket overdrive. 3) This engine has always started well. The cold start was immediate, regardless of ambient temperature. 4) Parked overnight in cold weather did not present issues. 5) Tailpipe smoke was reduced dramatically. Upon hard acceleration, there was an absence of the usual black smoke, and this 2005 chassis neither requires nor has a catalytic converter. The tailpipe output has been visibly cleaner under all driving conditions. Worth noting, though, we did not pull a hefty trailer during these tests. In a future test, I would like to check the tailpipe emissions under heavier loads. Overall, this "six-pack" of Royal Purple provided a major cleaning of the top-engine and noticeable reduction in tailpipe pollutants and visible smoke. The performance was tops, it was obvious that the cetane level improved measurably. I would highly recommend this product for "tuning" a diesel engine. The top-engine, valves, fuel system and injectors clearly benefited from the use of Royal Purple Max-Tane. I'm glad we serviced the engine at this level. Injectors, combustion chambers, valves and the exhaust system need this kind of treatment. The inline six, 24-valve ISB Cummins 5.9L with common rail fuel injection, by design a commercial medium duty truck engine, requires this kind of attention. Savings would be measured in increased engine life, fuel efficiency and less fatigue and wear to critical parts. Moses Royal Purple's stated gains: "MAX-TANE PERFORMANCE ADVANTAGES" Increases cetane number by 8 [depending upon ratio of additive to fuel] Increases fuel economy by up to 10% Improves engine startup and reliability in both warm and cold temps Improves cold flow by preventing gelling Cleans deposits from fuel injectors, combustion chambers, intake valves deposits and piston crowns Provides lubricity to entire fuel system Reduces smoke and odor
Moses Ludel posted a topic in Dodge-Ram Cummins PowerThe main concerns when starting a diesel engine in cold temperatures are oil viscosity and the stress on crankshaft bearings. In the lifespan of a properly maintained engine, over 95% of the engine's bearing wear will be attributed to cranking and start-up. This applies to both diesel and gasoline engines. Any reduction in start-up stresses and loads will extend engine life and performance. Your oil choice is a good place to begin. In recent years, there have been several breakthroughs in oil development. Since viscosity choices must match the climate, the latest crop of "winter" oils from major commercial oil producers is noteworthy. I've been running 15W-40 Delo 400 year round in the '05 Dodge Ram Cummins 5.9L, and the engine uses negligible oil between changes. (The most that's ever been consumed was 1/2-quart in a 5,000 mile change cycle that included towing an 8,000# trailer up I-8's long 6% grades from San Diego to Anza-Borrego and back.) The engine does not leak, a major tribute to modern design seals at the crankshaft and timing cover. Oil pressure has always been respectable and remains the same today as when the Ram 3500 left the dealership lot over 140K miles ago. I have recently considered changing to 5W-40 Delo 400 or equivalent diesel oil for winter protection. Rotella, Ursa, Delvac and Delo are each excellent commercial/fleet products. I would run this oil year round. The 5W cold flow can dramatically reduce cranking stresses on start-up when the truck parks away from its block heater in the winter. Delo in this viscosity is a synthetic base formulation, which does increase the cost. Here's a link to Delo oil products. Note that Texaco's "Ursa" label is also in the listed oil offerings: http://www.deloperfo...ngine-oils.aspx Short drives with a diesel, in the winter especially, are torture. My office is around two miles from the I-80 onramps. In the winter, when below 45 degrees F, if I'm headed to Reno on a cold day, I can be three miles down the interstate before the engine reaches full operating temperature...and that's with the block heater plugged in the night before! I rely on the additional 27 miles of interstate cruise to disperse the cold start/warm-up diesel fuel particulates in the crankcase. Note: We get plenty of sub-freezing weather in the winter, and I always use the factory block heater before a planned trip, allowing 12 hours or so of coolant warming before start-up. I installed a block heater on the 4.0L Jeep Cherokee gasoline engine and use that heater every night in the winter, as this is our daily driver. A block heater is a must for any diesel vehicle parked outside. 45 degrees F is my magic temperature for plugging-in the block heater before a run. With a switch to 5W-40 oil, I might change the block heater plug-in to freezing temperatures—or maybe keep with the 45 degrees F practice. The heater works nicely with the block warmed first! I also use a battery maintenance device nightly in the winter. On the Ram truck that parks for extended periods, the device remains connected continuously. A Battery Tender or CTEK charger works fine for this purpose. The CTEK has many additional features. For more information on the CTEK charger, here is the link to my article and HD video on the CTEK: http://www.4wdmechanix.com/CTEK-Battery-Chargers-for-Battery-Maintenance,-Restoration-and-Storage.html. Note: A Battery Tender has kept the OEM Mopar batteries in good condition since we purchased the Ram 3500 new, and that was 10 years ago! I attribute this to the battery maintenance device, which stays on when the truck parks in the winter or even in the summer if the vehicle will set for some time. The new CTEK charger has a Reconditioning de-sulfate function that I will try on these two batteries, disconnecting their cables first and isolating each battery. 10 years of service is remarkable life for diesel batteries! These measures provide the least load on the engine at start-up and provide the best method for getting oil to critical bearing parts. If your Dodge Ram Cummins parks in a cold climate, consider use of the block heater and battery maintenance device. Select the right viscosity oil for your climate and driving demands. Moses
Moses, you and some of the other guys may have already heard about this, but given our recent discussions on the merits of a diesel, i thought this was very relevant. I got an email a couple days ago, and it was about the new Dodge Ram EcoDiesel. According to the email i got, Dodge is coming out with a 3.0l diesel that is strictly for the 1500 series trucks and promises to give as good or better mileage as the current gas engines in the 1500 series. Unlike the inline 6 in the bigger Dodge Ram, though, this one will be a v-6, and after reading up on it a bit, it looks like it will be a Bank's sourced engine, instead of a Cummins. This is from a press release from Dodge, about the new 1500 series trucks: "Ram is aiming straight for the heart of pickup truck buyers everywhere by bringing a new diesel engine to the 1500, which is officially rated at 240 hp and 420 lb-ft of torque. The 3.0-liter EcoDiesel, as the brand calls it, is also expected to deliver upwards of 28 mpg on the highway, besting the most efficient Ram, the V6-equipped 1500 HFE by 3 mpg. And if that isn’t enough to excite you, the EcoDiesel engine will only cost a $2850 premium over the HEMI V8 models." One other thing that it mentioned, that i noticed, was a hefty proposed 9200 LB tow capacity, which is on par with the current 5.7l versions of the 1500, and quite a bit more than the 4.7l, and 3.6l versions. Although i wont be in the market for something like that for a few years, it is nice to know that they are starting to be available in the U.S. market, and that the manufacturers are starting to realize that there is a valid market for diesel engines, and not just in the bigger pickup trucks, tractor trailers, and farm equipment.