Turbo Diesel Register - Issue 90 by Turbo Diesel Register

TURBO DIESEL

R E G I S T E R

THE NUMBER ONE RESOURCE FOR RAM TURBO DIESEL OWNERS • ISSUE 90  NOV/DEC/JAN 2015-2016

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4 Tailgating

2016 Calendar

Letter from the Editor

EDITORS

Robert Patton Bob Vallier Jeannette Vallier Bob Pinkowski

CONTRIBUTORS THIS ISSUE

Jim Anderson Kevin Cameron Joe Donnelly Polly Holmes Andy Redmond Jeannette Vallier

Mark Barnes Scott Dalgleish John Holmes James Langan Bill Stockard G.R. Whale

8 Letter Exchange

Thanks TDR Members

Responses from the Readers

8 10 Back

Issue 50 Recap

A Look Back Ten Years Ago in the TDR Magazine

12 First Generation

SBEC Delete

Owner-Specific Articles on the ’89-’93 Trucks

14 12-Valve Engines

Fan Replacement

Owner-Specific Articles on the ’94-’98.5 12-Valve Trucks

16 24-Valve Engines

Transmission Shifting Problem

Owner-Specific Articles on the ’98.5-’02 24-Valve Trucks

18 5.9 HPCR

Noisy Engine Start

Owner-Specific Articles on the ’03-’07 5.9 HPCR Trucks

ILLUSTRATOR

22 6.7 HPCR

OFFICE STAFF Tina Pardue

24 Fourth Generation

Aisin Transmission Shudder

Owner-Specific Articles on the ’10 and Newer Trucks

28 1500 EcoDIesel

Fuel Filter Removal Tool

Owner-Specific Articles on EcoDiesel Trucks

GENO’S GARAGE Robin Patton Andy Bishop John Doughtie Rebecca Harrington Brandon Parks Wendy Poole Scott Sinkinson

Transmission Problems

Owner-Specific Articles on the ’07.5-’09 Trucks

Bob Pierce

30 Blowin’ in the Wind

Saga of Sergio/FCA’s Record Fine by NHTSA

Industry News

38 TDReSource

Annual Review of TSBs for 2015

A Listing of Resource Materials

54 TDReview ALL DIFFICULT WORK Pam Rose

Twilight Zone (Autonomous Vehicles)

A Product, Event or Article Review

62 Ready to Travel

Out in the Boondocks – Part 1

TDR Member Travel Adventures A MEMBERSHIP/SUBSCRIPTION TO THE TURBO DIESEL REGISTER IS $35.00 PER SUBSCRIPTION. PLEASE SEND ALL SUBSCRIPTION INFORMATION, C O R R ES P O N D E N C E , L E T T E R S , R E N E WA L S , ADDRESS CHANGES, ETC., TO:

TDR 1150 SAMPLES INDUSTRIAL DRIVE CUMMING, GA 30041

66 Four Whaling

What is Wrong/What is Luxury/Cummins 5.0

Journalist G.R. Whale talks about all things Diesel

70 Motor Minded 72 Idle Clatter

What’s On Your Mind

A Review of Frequently Asked Questions by Jim Anderson

75 Ranch Dressing

Industry News

Esoteric Dissertations on Manure Shoveling by John Holmes

82 Polly’s Pickup THE TDR IS PUBLISHED QUARTERLY BY DIESEL REGISTRY, INC. DISTRIBUTION TO MEMBERS VIA PERIODICAL POSTAGE IS IN THE MONTHS OF FEBRUARY, MAY, AUGUST AND NOVEMBER. ARTICLES ARE WELCOMED FROM ALL SUBSCRIBERS. LET US HE AR FROM YOU! WE RESERVE THE RIGHT TO EDIT ANY SUBMITTED MANUSCRIPTS. WE WILL ACCEPT MANUSCRIPTS IN IBM ASCII TEXT FILES OR FROM ANY POPULAR IBM WORD PROCESSORS, ON COMPUTER DISK, OR SCRIBBLED ON A RESTAURANT NAPKIN. THE TURBO DIESEL REGISTER IS NOT AFFILIATED W IT H C H RYS LER C O R P., CU M M I N S I N C., O R ANY OF THEIR SUBSIDIARIES. ADVERTISING OF PRODUCTS OR SERVICES IN THE PUBLICATION D O ES N OT C O N STIT U T E EN D O RS EM EN T O R A PPROVA L. WE ARE NOT RESPONSIBLE FOR DAMAGES, ACCIDENTS, INJURIES, INVALIDATION OF WA RR A NT Y, FAILURE TO PASS EMISSION STANDARDS OR SAFETY INSPECTIONS AND WILL NOT BE HELD ACCOUNTABLE IN ACTIONS RELATING TO OR RESULTING FROM ANY SUCH SITUATION.

Pearls

Reflections on the Human Side with Psychologist Mark Barnes

Trucks in the Neighborhood

A Feminine Perspective by Polly Holmes

84 Have Ram Will Travel

Joe Donnelly’s Truck and Travel Stories

Automatic Transmissions/Manual Transmissions

90 Back in the Saddle

Kawell Flood Lights

Truck Accessorizing with Scott Dalgleish

94 Still Plays With Trucks

DEF Report/Winter Front/Tires/Shocks

James Langan talks about his Fourth Generation Truck

106 TDR/R/R

Referrals/High Mileage

Referral/Recognition/Reward

109 Chapter News

May Madness 2016 Announcement

Regional TDR Events

110 TDRV

Electrical Plugs/Integrated Brake Controller

Turbo Diesel Perspective on RVs

114 From the Shop Floor

300,000 and Counting/Overheated

Tips From Turbo Diesel Repair Shops

117 TDRelease

New Products

Vendor Press Releases

118 Exhaust Note

POSTMASTER: Send address changes to TDR, 1150 Samples Industrial Drive, Cumming, GA 30041.

122 Advertiser Index

USPS number 014234 ISSN number 10888241

Diesels in the Sky

Thought-Provoking Discussions with Kevin Cameron

Support Our Vendors

On the cover: The annual TDR Calendar Contest gives us material for a great cover picture.

TDR 90 www.turbodieselregister.com 3

A Letter From the Editor

Content, Content, Content

THE 2016 TDR CALENDAR

If you've not been to www.tdr1.com lately, let me give you the rundown. The data is centered around our Buyer's Guides to help you and your friends find the right used truck. Here is the schedule of releases that was followed:

Enclosed in the cover wrap of this issue is the 2016 TDR Member Calendar. This calendar was first produced in 2007 and, as I highlighted last issue, it has become the “real deal” in the world of Ram/Cummins Turbo Diesel enthusiast. For the past four year we have printed 30,000 copies of the calendar. You’ll find the calendar at rodeo events, truck shows and competition events. Each year the number and quality of the photos has steadily improved. Need evidence? Put down your Issue 90 magazine and take a look.

February – Member Only area launched March – Diagnostic Trouble Codes April – 2010-2012 Buyer's Guide May – 2013 Buyer's Guide June – Dodge/Cummins Historical Perspective July – (Kevin) "Cameron Collection" book August – Mark Barnes' "What Makes Us Tick" book September – 2003-2009 Third Generation Buyer's Guide October – 2014 Buyer's Guide November – 2015 Buyer's Guide

Thanks, members! Each year we send the calendar to you in November giving you a head start on the new year. We’re hopeful that the 2016 TDR Calendar finds a place of importance in your office, home or garage.

Looking back, this year long project started with a simple challenge by a member to "update the 329-page 'original' Turbo Diesel Buyer's Guide and make it easier to read." Well, at 329 pages I didn't see how the Buyer's Guide could be updated and made easier to read. Hence the smaller, year-specific versions that were added throughout the year.

FRESH LOOK – ONE YEAR LATER One year later. My mind wonders...One year later and deeper in debt? No those aren't the right lyrics. A click on to the Google Search and I find the words to the Tennessee Ernie Ford song go like this:

The original Buyer's Guide is still in the Members' area as is the updated "Perfect Collection" book and updated "Technical Service Bulletin" section. Whew, one year later that was a lot of work. A tip of the hat to TDR's Bob Pinkowski (the guy behind the scenes) for putting all of these data books together. Thanks Bob! IN THIS ISSUE

"Sixteen Tons" You load sixteen tons, and what do you get Another day older and deeper in debt Saint Peter don't you call me 'cause I can't go I owe my soul to the company store Ouch. Not the most uplifting song. As they used to say to American Bandstand's Dick Clark, "Catchy beat, but you can't dance to it." Let's get back to the subject, one year later. We've given the cover of the magazine a new look, and a new feel. We've changed the format a bit and made some small tweaks. Writer James Langan has joined the writing staff. Also, we've spent the last year adding a lot of meaningful content to the TDR Members' area of the website.

In this issue we have the annual TDR Calendar and the annual Ram Technical Service Bulletin summary. The folks at FCA have been in the news and we step back from the sensational headlines and try to bring you a balanced look a the story(ies). In talking to Ram and Cummins there is really nothing new for the 2016 truck as Ram focuses their attention on the upcoming 2017 Ram 1500 series truck introduction. As we've read, and is the convention, the Heavy Duty trucks will be introduced in 2018. So, aside from the problems/solutions that TDR members specialize, in this issue you'll find: • Out in the Boondocks • Aisin Transmission Shudder • Twilight Zone (Autonomous Vehicles) Enjoy TDR #90 and tell your Turbo Diesel friends about us! Robert Patton TDR Staff

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Need Diesel Service? Look to the network with over 50 years of experience and dedication to achieving the highest level of technical knowledge and customer service!

Service members of the Association of Diesel Specialists are part of a worldwide system of shops whose goal is to ensure customers receive the highest caliber of service by highly skilled and technically trained/certified technicians. ADS service member’s shops… • Are authorized by one or more of the Association’s Original Equipment Manufacturer members. • Can offer specialized service in diesel fuel injection, governors and turbochargers. • Offer a warranty program between member shops to make sure you’re covered away from home. • Will provide you with the technical resources and diagnostic equipment necessary to keep your diesel vehicle running its best! Don’t delay if you need quality service! Member shops are located across the U.S., Canada and many other countries - search for a member online at www.diesel.org or contact us at 816.285.0810 today!

Dodge Ram Steering Problem Solved, 1994-2007.5 Dodge Ram Truck owners, do you have play, wandering or a violent shake when hitting a bump (Death Wobble)? Then Luke’s Link is your solution. Luke’s Link was developed to permanently solve these problems. Track bar and tie-rod ends are the number one cause of the wondering or shake. Luke’s Link converts the ball stud end of these bars to a fully adjustable end for 2nd Gen and for the 3rd Gen. We have the Upgraded Track Bar Poly Bushings. No need to keep buying expensive bars that don’t last when all you need is the ball joint ends. These kits are fully adjustable, easy to install and guaranteed for the life of the truck. Luke’s Link has been solving steering problems for 28 years. Luke’s Link will work on Dodge Truck track bar and tie-rod ends as well as Ford tie-rod ends and Jeep track bars.

‘94-’02, Track Bar Kit and ‘94-’07.5, Tie-Rod End Kit: $72.00 each 4 or more, $65.00 each

Convert this:

P.O. BOX 466, LA JUNTA, CO 81050

TOLL FREE: 1 (800) 962-4090 CELL: (719) 468-1906

www.lukeslink.com

To this:

‘03-’07.5, Trackbar Poly Bushing Kit: $42.00 pair ‘94-’02, Trackbar Poly Bushing: $18.00 each

How to check if track bar or tie-rod ends are worn: • Get your truck on level ground and wheels straight ahead • Unlock steering wheel, (do not start engine). • Have someone rock steering wheel left and right hard while you look at each end of the steering. • Check the track bar as well as all 4 tie-rod ends for any up and down movement. • If there is any up and down movement, you know this is causing play in the steering.

TDR 90 www.turbodieselregister.com 5

Responses from the Readers.

THANKS, TDR MEMBERS My name is Clay Pausma, I’m 19 years old and I’m pursuing my associate’s degree in diesel technology at Fox Valley Technical College in Appleton, Wisconsin. I grew up on our family’s dairy farm and still work there. I started turning wrenches on my dad’s tractors and motorcycles at a young age. As I grew older I started tinkering on our farm’s Turbo Diesels, my dad’s ’01 2500 and my ’91 D350.

This past spring I had the opportunity to participate in the Wisconsin division of Skills USA for diesel technology. The competition consisted of the top 25 diesel students from across the state. We had to take a 2.5 hour written test and then eight hours of hands-on testing at twenty-five different stations where we were asked to perform various maintenance, troubleshooting and repair procedures. Without the TDR I know I never would have qualified for this competition. Thanks for a great magazine and this awesome community. Keep up the good work! Clay Pausma Appleton, WI Clay, thank you for your kind comments. On behalf of all of the TDR’s members, we would like to congratulate you on your achievement in qualifying for the Skills USA competition. At 19 years you’ll have many more times to compete in different events. Please let us know how we can help and we look forward to following your progress. 1995

Clay’s ’91 on the left. Dad’s (Jeff Pausma) ’01 truck on the right.

In 1995 I purchased one hell of a truck, a 2500 Turbo Diesel 4x4 and a used 23’ Contender, with a 255hp, two cycle, Mercury outboard.

The reason for this letter is to thank the TDR’s members for being such a valuable resource. I started reading the TDR when I was 15, even though I didn’t understand all the technical articles. I quickly realized that the TDR was not like the other diesel magazines. I decided to become a subscribing member because I wanted to be part of this unique community. It was when I began going to school that I realized how valuable a resource the TDR is and how much I have learned from it already. I enjoy reading the TDR and learning from a community of enthusiasts that truly care about their trucks and want to make them as productive as possible. Anyone can join an online forum and make their truck belch black clouds of smoke, but the TDR is reserved for those who care about the dependability, longevity and reliability of their Turbo Diesel.

I enjoy reading the TDR and learning from a community of enthusiasts that truly care about their trucks and want to make them as productive as possible.

Today, the truck has 156,000 miles, while the boat has just over 900 hours. It is nice to see that the “Second Generation” section of the TDR has pretty much run out of issues. Knock on wood, I think my truck is still good-to-go. Andy Traggis Lyme, CT

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S MP U T P I L E F E S FU S A N F E A

MAINTENANCE

POWER

FUEL MILEAGE

(FILTERS)

Contaminates found in diesel fuel (moisture, microorganisms, air/vapor and dirt) left untreated can result in fuel system failure. The FASS Titanium uses a 10 micron water separator and 3 micron fuel filter to eliminate contaminates from entering your injection system. The FASS Titanium filters will increase mileage between filter changes and reduce maintenance cost. The FASS Titanium, with our Exclusive Mass Flow Return built in, is also a fuel polishing unit. The longer your truck is running with the FASS the cleaner your fuel will be.

(AIR SEPARATION/HIGH FLOW LIFT PUMP) A diesel engine needs two elements in order to make horse power, fuel and air flow. (NOT TO BE CONFUSED WITH AIR IN FUEL)

The high output pump on the FASS Titanium will ensure enough fuel flow, never starving your diesel engine while keeping heat sensitive components cool. Our filtration process allows the system to separate air that would normally enter your fuel injectors. With the FASS system we are sending pure fuel with increased lubricity to the engine for a smoother idle, increased throttle response and horse power. The Mass Flow Return then sends the air saturated fuel back to the tank for further processing.

The added filtration will reduce wear of expensive fuel injection parts and keep your vehicle on the road longer.

FASSRIDE.COM | MADE IN THE USA 16240 Hwy O Suite B Marthasville, MO 63357

(ENTIRE PUMP)

The FASS Titanium is your first step to smart driving. Filtration = Contaminant free fuel enters the fuel injection system Lift Pump = Supplies positive pressure to injector pumps Air Separation = Gives test cell results in real world applications

As the Editor, I have often lamented that as a society we don’t properly honor the inventiveness and achievement of our elders. So let us give that bygone achievement some proper and regular observance in our pages in the “10 Back” column. In each installment of this column I review the accomplishments of TDR trailblazers as I summarize the old articles to reinforce that “the more things change, the more they stay the same.” Here is my look back at what was happening in Issue 50, November/ December 2005/January 2006.

ON TOPIC Oops, I got a little ahead of myself. Let me stick to a logical outline and give Issue 50 a close review. As always I’ll look for the following: • Problems Solved • Feature Articles • Industry News • Magazine Theme

10 BACK’S ORIGINS

PROBLEMS SOLVED

As I started writing “10 Back” I wondered, “When did this column first appear as a regular feature in the TDR?”

Oil Cooler Failure

Trivia answer: “10 Back” first appeared in the table of contents in Issue 61, August 2008. Prior to “10 Back” I ran a series of columns titled “The Way We Were,” giving me the editorial license to take a look back at previously covered topics or to take a look at a historical event. As I reviewed Issue 50 for content that is still relevant today, I noted our article celebrating the patent for the turbocharger by chief engineer Alfred Buechi of Sulzer Brothers Research back in 1905. So here we are 110 years after the turbocharger’s patent, and we now ask “what’s new?” I continue to see rumblings in the press about an electric blower to pre-turbo the turbocharger. I’ll let you know when the concept is proven. In the meantime, our Issue 50 had two turbocharger technical stories by the TDR’s all-things-mechanical writer Kevin Cameron. I am always fascinated by his lucid prose; Issue 50 is worth a read just to relearn in memorable language what you knew, but then forgot, about turbochargers.

TDR writer Jim Anderson investigates “The oil cooler—What happens when it fails.” Thankfully this is a rare problem. In rereading Jim’s analysis, we are told that should there be a problem with the oil cooler the tell-tale sign is that oil gets into the coolant, making the coolant turn a milkshake brown in color. If you think about the pressure(s) involved, oil is anywhere from 25 to 50psi and coolant pressure normally doesn’t exceed 10psi. Oil cooler repair may sound complicated, but it is a fairly simple task. Wide open access to the oil cooler (remove the air intake piping and it is easy to get to the cooler) makes this a do-it-yourself project. Jim’s article takes you through the process step by step. Truthfully speaking, any time there is a mix of oil into water, the thought of an expensive repair is usually what comes to mind—a bad headgasket or a cracked cylinder head. Thinking logically, these two failures are caused by overheating or by a high horsepower condition. Often a repair shop (remember, they’ve heard it all) will be throwing out quotes of $2000+ when you describe to them “oil in the water, but nooo, it never ran hot.” So, if you find the nasty oil sludge in your cooling system, be advised that you may not be facing a big repair bill, rather a simple $200 oil cooler replacement. Details: TDR 50, pages 14–16. First Generation • How to remove the dash (heater core replacement). Hint: It was strongly suggested that the windshield be removed. • Battery replacement or voltage regulator. • A/C quits after 30 minutes. Correction: clean the area around the evaporator and coils (easier said than done).

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10 BACK . . . . Continued 12-Valve Engines

FEATURE ARTICLES

• Engine idle speed adjustment was covered. Hint: Note the 10mm nut and bolt and the diagram from Issue 46, page 26.

Writer Biographies

• Hard to start problem was discussed and the infamous fuel return hose was identified as the problem. Details of this repair were covered in TDR 49, pages 148–152. • Cruise control problem was explored and the TDR member who posed the question found a short in his brake light switch wiring harness (highly unusual). The normal culprits (TPS, bad grounds, steering wheel switches) were also identified. • Do you need the timing pin in order to find top dead center of the engine? What happens when you accidentally shear the plastic tip? Answers: “no” and “don’t worry.” If you’ve had this problem and are still wondering about the detailed answer, pull out Issue 50 and turn to page 30.

Hard to start problem was discussed and the infamous fuel return hose was identified as the problem. Details of this repair were covered in TDR 49, pages 148–152.

Part of the writers’ assignment for Issue 50 was for each to do a brief biography. So, if you want to know more about Bill Stockard, John and Polly Holmes, or Scott Dalgleish, you’ll find their stories in the first several pages of TDR 50. With every issue that leaves the printing press in the ten years since, I find their contributions to the magazine more valuable.

Brake Utopia Did you know that brake rotors do not warp? You know, for about two years it was my pleasure to have writer/ engineer/enthusiast James Walker write for us. As a race car driver, he needed a tow vehicle and was also the owner of a ’05 Turbo Diesel. In Issue 50 he was supposed to write about his favorite truck accessory, so he chose brake pads/the brake system. That’s an engineer for you. Now, to the question about “warped” rotors, here is the technical answer from James:

24-Valve Engines • The big topic of conversation for ’98.5–’02 owners was the release of Mopar’s Fuel Transfer Pump Relocation Kit (part number 05175538AA) which moved the transfer pump from the side of the engine to an in-tank module very similar to the design on the ’05 and newer trucks. A similar kit was/is also available for ’03-’04 owners. Ten years ago the kit sold for about $400. Today the part numbers are 68003869AB at $469 for 34 gallon tanks and 68003870AB at $409 for 35 gallon tanks. TDR writer Andy Redmond had recently retrofitted a customer’s truck. My opinion of the retrofit was a big, bold NO! Ten years later my opinion has not changed, and the cost-effective answer to the ’98.5–’02 transfer pump dilemma: purchase and monitor your fuel pressure. To keep the installation simple purchase a FASS DDRP-02. • High coolant temperature was covered in the magazine. Hint: clear the crankcase blow-by oil from radiator’s cooling fins. • Need to replace a NV5600 clutch in your ’01-’02 truck? Adding to an article written by Joe Donnelly in Issue 49, pages 10-14, TDR member Scott Reece gives us a how-to pictorial in Issue 50 (pages 36–39). • Steering wander with a Second Generation 4x4? As a membership ten years ago we were just putting the miles/wear and tear on these trucks and we were looking for answers. There it is, page 39, another endorsement for a steering stabilizer and adjustable track bar/bracket.

“In nearly every single case, warped rotors are not physically warped at all. The common misconception is that the rotors get hot enough to distort and then, upon cooling, end up looking like a pretzel. “Contrary to popular belief, rotors simply do not warp in this fashion. The vibration that is felt in the steering wheel and floorboard is almost always caused by rotor thickness variation (TV), and the physical pulsing in the brake pedal is nearly always a direct result of the caliper piston extending and retracting as it tries to follow a rotor of varying surface thickness. “Take a second and re-read those last two paragraphs. They are that important! “TV is generally created in one of three ways. The least glamorous, yet most common form of TV is initiated when a truck is parked in the same place for an extended period of time. While it is sitting, a thin layer of corrosion (ferrous oxide, or rust) can form between the brake pad surface and the rotor. As you can probably imagine, sitting in humid or damp environments can greatly accelerate the corrosion.

“In nearly every single case, warped rotors are not physically warped at all.

TDR 90 www.turbodieselregister.com 9

10 BACK . . . . Continued INDUSTRY NEWS Mega Cab Introduction Writer Greg Whale and I attended the product launch for the 2006 Mega Cab in August of 2005. We drove the same trucks in the same places and under similar conditions. How could two people have such different points of view? We used the good cop/bad cop routine in our joint evaluation of the truck(s). Having had an opportunity to reread the five page article, and considering Ram still is the only manufacturer to offer this big, big interior, I’m going to strongly suggest those who already have or are in the market for a new or used Mega Cab give the article a thorough review. Pad printing is due to corrosion while parked. This is classic thickness variation in the making, and pulsation is only a few miles away.

“When the truck is ultimately moved, there will be a localized high spot (an unintended transfer layer of corrosion) on the rotor which will wear at a different rate than the surrounding material. At first the condition is undetectable, but it will get worse over time as the rotor wears unevenly, creating high spots (thicker areas) and low spots (thinner areas). “For trucks which experience extreme brake use (Towing without a trailer brake comes to mind, not that you would ever do that, would you?) another common mode of TV is initiated by an uneven transfer layer of brake pad material on the rotor face. Without going into a doctoral dissertation on the subject, overheating the brake pad can generate an uneven transfer layer as the pad material breaks down and ‘splotches’ (a highly technical term which one should not use without proper training and certification) on the rotor. “These uneven transfer layer deposits will wear at a different rate than the surrounding rotor material. On and on it goes until the high spots and low spots on the rotor face are severe enough to feel in the pedal. How much can be felt? In most cases, even less than 0.001” can be downright annoying. “The third most common source of TV begins with the overheating of the rotor itself. If a rotor gets really, really hot, it can develop evenly spaced, localized areas along its face which are much hotter than the surrounding rotor material. These hot spots will wear quicker than the cooler surrounding material, creating a thick and thin wear pattern on the rotor face. As the rotor cools, these thick and thin spots remain and will propagate with use until the TV is finally felt by the driver.” Now how do you minimize this vexatious TV? How do you best break-in (brake-in, get it) a new set of pads? I can’t reprint all of Issue 50, so refer to the answers from James that are on pages 72-75.

Also, I’m going to make this reread easy by making it a part of the Third Generation Buyer’s Guide that is found in our Member Only area.

MAGAZINE THEME For Issue 50 I asked the writers to revisit a topic that we all enjoy, favorite truck accessories. (The topic was previously discussed in Issue 36.) What did they write about? • Scott Dalgleish – Mag-Hytec covers, gauges, AMP PowerStep, Rostra seat heaters • Sam Memmolo – Agri-Cover roll-up tonneau, LizardSkin interior insulation • Jim Anderson – New in the marketplace, a back-up camera • John Holmes – An exhaust brake • Polly Holmes – GateGlide II and muffler elimination kit • Jerry Nielsen – Exhaust brake, gauges, AMP power step, Painless Wiring • Bill Stockard – Rancho 9000 shocks, mud flaps (Mopar), Garmin GPS unit • Brad Nelson – Seat covers, CB radio, air suspension driver’s seat, back-up lights, radar detector, jumper cables, tow strap, first aid kit, 12-volt compressor, fire extinguisher • Andy Redmond – ARE fiberglass lid, Arma truck bed coating, Scotchcal paint protection film, steering stabilizer, seat covers, back-up lights, gauges, McNeil rubber floor mats • Bruce Armstrong – Griot’s Garage orbital polisher • Doug Leno – BedRug bed mat, Line-X bed lining, ARE fiberglass topper, gauges • Me – anything in the Geno’s Garage catalog And so it was in November 2005 and so it is today. Thanks for reading “10 Back.” Robert Patton TDR Staff

10 www.turbodieselregister.com TDR 90

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Coverage of the ’89 through ’93 Model Trucks. Web Site Correspondence Edited by Bill Stockard.

REFRIGERANT LEAK ON FIREWALL The air conditioner in my ’93 Turbo Diesel W250 isn’t as cold as it used to be. Checking for leaks, I noticed some refrigeration oil on the aluminum block on the firewall where the refrigeration lines connect. There appears to be one bolt that holds the two halves together. Do O-rings seal the connection? Is this a job that I can do myself or is it better left to a professional air conditioner repair shop? I have access to R12 refrigerant and it will not be a problem recharging the system after the repair. If I remove that plate, I imagine I’ll get a face full of oil and freon R12? Should the system be evacuated and freon R12 reclaimed before I attempt any repairs? tobaccogrower, CT

FUEL GAUGE SENDER I am searching for a replacement fuel gauge sender for the fuel tank on my ’92 Turbo Diesel W250. Does anyone know of a source for a direct replacement? JDancoe Online Mopar parts supplier, moparpartsamerica.com, lists the fuel sender, part number 52017992 for $54. dodgenstein, Hamilton, MO

2016 TDR CALENDAR CONTEST PHOTOS

The aluminum block is the expansion valve. It is required to evacuate and reclaim the freon R12 before opening the air conditioning system to make repairs. Bob4x4, Riverside, CA The aluminum block is the expansion valve, also known as a “H” valve. This regulates the amount of liquid freon flowing into the evaporator, which is located in the heater box. On either side of the expansion valve is a seal/gasket. Never open the air conditioning system if you suspect it to still have some pressure in it. Always have the system evacuated and the refrigerant reclaimed. If the system is empty, it is easier. You will need two replacement gaskets, and if my memory is correct, there are two O-rings for sealing the cab side of the H valve. After removing the bolt, the front line will come off. Remove the gasket. There will be two bolts in the H valve holding it to the evaporator hose, remove those, and the second gasket is there. While the H valve is removed, clean it making sure the metering device is not plugged. Once the H valve is clean, clean the oil from the hose surfaces and H valve surfaces. Using the new gaskets, reassemble. Before charging the system, install a new filter-dryer. The filter-dryer must be replaced any time the system is opened and exposed to the atmosphere. RSchwarzli, ON

John Innocenti’s entry.

Andrew Villablanca’s entry.

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FIRST GENERATION . . . . Continued SBEC DELETE CHANGES I want to delete the single board engine controller (SBEC) on my ’91 Turbo Diesel 4x4 with an automatic transmission. I have questions concerning making the components work normally without the SBEC. Outlined are the changes I think I would have to make: • Intake grid heaters – A momentary “on” pushbutton switch with the blue wires from heater relays grounded via the switch • Throttle position sensor (TPS) – It sets the 3rd to 4th gear shift point • Overdrive (OD) – The red wire from the OD solenoid is grounded through a two-pin toggle switch • Speedometer – The blue wire from the vehicle speed sensor (VSS) grounded to chassis • Rear antilock brake system – Is not affected if I unplug the module • Battery charging – Is not affected since the alternator is regulated externally • Air conditioning and cruise control – These options are not on my truck • Injection pump KSB – I am not sure what that will affect • Fuel heater and water in fuel (WIF) – Use the Cummins delete nipple and install an integral drain fuel filter (Fleetguard FS1221 or similar) • The fuel shutoff solenoid shouldn’t be affected The coolant temperature switch, transmission temperature switch and air temperature switch can be left connected, as they are now redundant. With the harness unplugged at the SBEC, the engine starts, runs, and shuts off just fine, except the grid heater solenoid and Overdrive solenoid don’t get a closed ground circuit. Is there anything else that I’m possibly missing? ofelas, ON/TX The only thing you need to do to make the engine run is a hot wire to the injection pump. DVolk, Clatskanie, OR Instead of an on-off two pin toggle switch, how can I use my factory overdrive switch to control the ground circuit? Can I have the indicator light illuminate when overdrive is switched off as in the original factory installation? Concerning the pushbutton switch to the grid heaters, it makes sense to ground switch the blue wires. Does the SBEC ground signal from the input wires orange/black tracer and yellow/ black tracer? If so, could I install a switch between the yellow/ black tracer and the orange/black tracer wires and ground? Is there a difference grounding the blue wires vs. the orange/black and yellow/black? ofelas, ON/TX The OD off switch is a momentary switch that activates a digital switch in the SBEC. You need the digital to back up the momentary. An on/off type switch will be needed if you delete the controller.

I am relatively sure you just need a switch on the sensor wire for the heater relays. The relays should be powered and the SBEC which grounds the circuit to activate it. cerberusiam, Minco, OK Assuming that I understand correctly, if I keep the SBEC, then the momentary switch works in tandem with the factory button. I just splice a lead into the orange/white trigger wire and ground the other lead. If I delete the SBEC, then the momentary won’t work and I need a constant on-off. For the heater relays, I considered of using a momentary pushbutton connected to the black/orange and black/yellow ground signal wires coming from SBEC pinouts 15 and 16. Would my pushbutton operate similarly except it would be thumb operated, not triggered by the intake air temperature sensor? ofelas, ON/TX Yes, it sounds plausible. Without the SBEC, you will need a switch for overdrive of some kind. The overdrive off becomes integrated with that switch. cerberusiam, Minco, OK The SBEC failed on my ’91 Turbo Diesel D250 with an automatic transmission about a year and a half ago. I used a momentary toggle switch to the grid relays, and a lighted toggle switch taped to the gearshift handle for overdrive. My cruise control and water in fuel (WIF) light were no longer operative, which was fine except I really wanted cruise control back. I purchased a used ‘92 SBEC and everything worked except the overdrive shift. I cannot be sure if the lack of overdrive shifting is due to the SBEC or due to the throttle position sensor (TPS) or something else, as I had occasional problems with overdrive shifting before my SBEC failed. Your list looks good. I don’t know about using the SBEC pinouts, but I expect that could be made to work too. Waynes Did the ’92 SBEC work with your external voltage regulator? Will it work on an externally regulated ’91? Will it control overdrive, speedometer, and the air conditioner? Does anyone have the details of the minivan SBEC? ofelas, ON/TX Purchase a SBEC from the same year if your truck has the overdrive transmission and it should also work for a manual transmission. In fact, any year SBEC should work for a manual transmission. Dodge doesn’t re-invent the wheel on every application. They just pull parts off the shelf. The SBEC connectors are all the same from what I’ve seen. You could probably have one re-programed as well. DVolk, Clatskanie, OR The firewall mounted voltage regulator continues regulating the alternator output. The only function I lost with the ‘92 SBEC in my ’91 Turbo Diesel was the overdrive shift. The WIF light appears to work, grid heaters, and cruise control work. It is possible my ’92 SBEC would control overdrive, but the rest of the circuit has a problem and I haven’t looked into it yet. Waynes

TDR 90 www.turbodieselregister.com 13

Coverage of the ’94 to ’98 Model Trucks (12-valve engines). Web Site Correspondence Edited by Bill Stockard.

REPLACEMENT RADIATOR COOLING FAN I noticed a crack on one of the fan blades of my ’96 Turbo Diesel 2500 and I need to purchase a new fan blade assembly.

TAPPING NOISE Recently, I have been hearing a melodic tappet type noise while driving my ’95 Turbo Diesel with 300,000 miles. The sound varies with throttle position and sometimes disappears at cruising speed or the sound can increase depending on accelerator pedal position. gklotz My guess is the noise is originating from the lift pump. Over time the internal spring gets a little weak and the pushrod loses contact with the camshaft for a millisecond on every revolution, causing a tapping noise. GAmes, Killeen, TX Can I continue to drive without fear of sudden failure? Are these springs ever sold as a part for minor pump rebuilding? gklotz There are no lift pump rebuild kits that I’m aware of. When replacing the lift pump, be sure to replace the fuel hose as well. Normally a tapping lift pump will not fail suddenly. However, the tapping can’t be good for the camshaft lobe. GAmes, Killeen, TX I replaced the lift pump, elbow hose, and upper gasket as you suggested. Your guess was correct. The noise is gone. I could tell the difference when bench testing the new versus the old pump. Thanks for your time. gklotz

OIL LEAK I am having trouble with the valve covers leaking on my ’96 Turbo Diesel 2500. I installed new Felpro gaskets and they still leaked so I bought new valve covers and it is still leaking oil. Has anyone ever seen this before? clong6343 Did you defeat the design by placing washers under the valve cover bolt heads? I’ve seen that before. It pushes the valve covers too far down and splits the gaskets. If not, make sure the gasket mating surfaces on the cylinder head are clean and dry of oil when replacing the gaskets. GAmes, Killeen, TX

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The fan assembly, part number 52004927, is superseded to part number 52028653 and both are no longer available. I do not want to replace the fan with a used one since it will also be fatigued. I also do not want to use an electric fan system as the exclusive cooling fan. I found that the fan for 2000 to 2002 model year Turbo Diesels uses a different fan blade assembly, part number 52028893AA, but it is also no longer available. I found the largest aftermarket fan that will fit on my existing fan clutch is 20-inches with six blades and is available from Summit for around $54 with shipping.

12 VALVE . . . . Continued The Derale fan from Summit Racing, part number 17120, will fit the fan clutch hub with some work. The fan hub diameter is 2.59375-inches whereas the Hayden fan clutch hub diameter is 2.62-inches. I removed about 0.010-inch with a file and the fan bolted onto the fan clutch. It doesn’t have to be very precise. As you can see from the photos, the offset of the fan hub to fan blade is more for the original factory installed fan.

The new fan is centered, which will make the distance between the fan, the harmonic balancer, and the oil fill tube between 3/8 and 1/2-inch; however, since the fan flexes away from them it should be okay.

After some test drives, this is my assessment: • The replacement fan appears noisier than the original or I may have become accustomed to the noise the original fan made. • No issues cooling in 100° heat while driving the truck unloaded and the air conditioner works fine. • When towing a light 2,500 pound trailer in 70° heat and again in 85° heat, there is no engine heat problem and the air conditioner still works fine. • With the engine idling, there is enough air movement to suck a paper towel firmly against the air conditioner condenser. • Will this fan probably work for the life of the truck? Yes. I would be more concerned if I still lived in Glendale, AZ where no vehicle can get enough cooling. Dan_69GTX, Timberville, VA

TDR 90 www.turbodieselregister.com 15

Coverage of the ’98.5 to ’02 Model Trucks (24-valve engines). Web Site Correspondence Edited by Bill Stockard.

TRANSMISSION SHIFTING PROBLEM WHEN WARM The transmission in my ’98 Turbo Diesel 2500 shifts correctly when cold, but if it is over 210° it won’t downshift to first gear and sometimes won’t upshift out of second gear. The transmission shop that rebuilt my transmission three years ago has replaced about everything on the transmission and they are at their wits-end. My truck has new batteries and a new accelerator pedal position sensor (APPS). There are no diagnostic trouble codes (DTC). Could it be a failing powertrain control module (PCM) or possibly a faulty engine control module (ECM)? Any suggestions would be appreciated. rotohead, Reno, NV Was the temperature sensor replaced? Were the governor solenoid and transducer replaced? cerberusiam, Minco, OK Yes, all parts in the transmission have been replaced twice with the “new and improved” versions from BD. I’m thinking it is a possibly a failing PCM. rotohead, Reno, NV The temperature sensor should be external on your transmission and it gets overlooked sometimes, which can be the source of bad signals. Have you monitored actual governor pressure and throttle valve pressure when the problem happens? Have you monitored demanded governor pressure? If it demands a certain pressure and it doesn’t set to that mechanically, then you have another direction to go. The PCM can definitely throw glitches and it gets worse as it gets warm. You can try replacing the PCM or do a little more research on pressures to narrow it down. cerberusiam, Minco, OK All the pressures seem normal. I can’t find that external temperature sensor part anywhere available for purchase. The PCM would be a last resort, but a possibility. Thanks for the tips. rotohead, Reno, NV There should be an external temperature sensor and it should be a simple thermistor you can override by using a jumper wire which will signal the transmission is cold. If the temperature sensor went open when driving, the PCM would determine the transmission was overheating. You might try that and see if it makes any difference. Have you checked actual and demanded governor pressure when the transmission won’t upshift from second gear? If that pressure is good (based on wheel speed) and the throttle valve pressure

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is good, then it has to be a mechanical issue. Either a shift valve is hanging or the direct clutch circuit is losing pressure so it won’t apply the direct clutch pack. cerberusiam, Minco, OK We discovered that the problem was in the electrical middle connector on the PCM. Two wires in the middle of the connector had become loose and there were a couple of other suspect connections. The transmission tech connected the Snap-On scanner, and with the key on but without the engine running, he could move the harness around and watch values jump all over the place. After about two hours of clean-and-splice work, I have a smooth, clean shifting transmission again. My cost was less than $200 including new transmission fluid, a governor solenoid and transducer. rotohead, Reno, NV Editor’s note: Man, I love this stuff. Just when it seems you've discovered all of the repairs for shifting problems we find another cure. It does us good to keep a running tabulation of the different problems and solutions, so here are the TDR chapter(s) and verse(s). Transmission Noise Issue 70, page 28 Issue 69, page 30 Issue 62, page 25 Issue 54, page 38 Issue 53, page 10

APPS Issue 68, page 29 Issue 66, page 30 Issue 60, page 92 Shift Problems Issue 60, page 28

LOOSE OBD II PORT While trying to pull up and clear some diagnostic trouble codes on my ’01 Turbo Diesel 3500, I had a difficult time setting the scanner to work properly. There is play in the receptacle end of the OBD port and I had to constantly apply pressure to get the scanner to work. How do I repair the OBD port? VolsFan, Keedysville, MD I think you need a data link connector repair kit, Mopar part number 05017132AA, is what you need. mwilson, Lincoln, ME Yes, that is the correct part number. Bob Wagner, Fox Island, WA

24 VALVE . . . . Continued ADJUST PARKING BRAKE I need to adjust the parking brakes on my ’02 Turbo Diesel 2500 equipped with disc brakes. Is the adjustment accomplished by only turning the adjuster? Is there anything else I should do with the disc brakes? jeepit, WI There are three locations to adjust the parking brake. There is a cable adjustment on the outside of the left frame rail about midbody. This adjustment is to compensate for the stretch of the cable and operating parts. It is important to do this adjustment last, if it is needed at all. The other two adjustment locations are in the right and left rear rotors. There is actually a machined drum on the inside of the rear rotors and where the park brake hardware is located. The drum park brake on your truck is very similar to the drum brakes used in cars and trucks for decades. The park brake shoe adjusters are accessed through holes in the backing plate at each rear wheel. You will need to remove a dust plug covering the oblong adjuster hole to access the adjuster. The adjuster is a star wheel. It will probably be difficult to find the right brake adjuster tool for the job because the access hole is recessed quite a bit. Before adjusting the star wheels, make sure that there is slack in the park brake operating cables with the park brake pedal released. If

it appears that someone has previously adjusted the cable, located along the left outside frame rail, back-off the adjusting nut before adjusting the star wheels. Adjust the star wheels one side at a time until there is significant drag while rotating the tire by hand. Back off each star wheel a couple of teeth to complete the job. The tires should rotate with minimal or no drag. Don’t let the normal drag from the disc brake calipers and pads interfere with this adjustment. It may be necessary to remove the rear wheels and spread the calipers slightly to reduce this drag to get a better feel for adjusting the park brake shoes. After adjusting the parking brake shoes, go back to the adjuster on the driver’s side of the truck. Near the adjuster, there is an equalizer and an exposed cable for each rear wheel. Pull down on the main cable to check the operation of both rear parking brake cables. There will probably be a lot of cable movement before the park brake is fully actuated. Make adjustments to remove most of this free play. After the final adjustment, make sure that both cables have some free play just before locking up the rear wheel when pulling down on the main cable. If the adjustments are done correctly, there should be solid engagement of the park brake at the upper end of the stroke of the park brake pedal. petersonj, Scotts Mills, OR

VACUUM LINE DIAGRAM The air conditioner vents in my ’98 Turbo Diesel 3500 are defaulting to Defrost, which indicates a vacuum leak. Is there a diagram of the vacuum system or can anyone tell me where to find a diagram? Beck Does this diagram help? GAmes, Killeen, TX I’d be willing to bet the rubber elbow fitting on the vacuum pump is leaking. I think it has a check valve in it, but that the check valve has nothing to do with your problem. I replaced mine when I had a similar problem. BigPapa, TN

TDR 90 www.turbodieselregister.com 17

Coverage of ’03 to ’07 Model Trucks Web Site Correspondence Edited by Bill Stockard.

NOISY ENGINE START Recently when I started my ’06 Turbo Diesel 3500 with 88,000 miles, I heard a mid-range squeal from the engine compartment and immediately shut the engine off. I opened the hood and found nothing out of the ordinary. I re-started the engine and there was no squeal and I have driven my truck several times since with no unusual sounds. B.G. Smith, Port Neches, TX The sound is possibly from an accessory belt drive component. Remove the serpentine belt and inspect each component for smoothness of operation. I learned something while replacing a water pump on a friend’s ’07 Turbo Diesel. With the serpentine belt removed and while I was inspecting the belt driven components, I noticed that the alternator used a one-way clutch pulley called Overrunning Alternator Pulley (OAP) or Overrunning Alternator Decoupler Pulley (OADP or ADP). I recognized it since I had recently replaced one on my wife’s ’06 VW TDI alternator. The symptoms on the VW were very similar to yours. A one-time squeal and then everything seemed to be fine. It took me several weeks to figure it out. With the engine idling, it seemed a little rough and I also noticed excessive movement of the tensioner pulley at idle speed. Apparently, the squeal was a slipping one-way clutch on the alternator until it locked up and worked like a solid pulley. I replaced the pulley with another OAP and the tensioner pulley was steady at idle and the engine idled smoothly again. Your truck’s alternator may have this one-way clutch pulley. If it does have one and it is locked up, I don’t think it should be a problem to continue driving the truck until you figure out the problem. It would behave as a solid pulley and I don’t think you could tell the difference when your engine is at idle since larger engine displacements would probably hide the symptoms as compared to a smaller 1.9-liter VW TDI engine.

I haven’t heard any more unusual noises. The overrunning clutch reminded me of an incident a couple of weeks ago. One of my friends said her Chrysler Town and Country was making a terrible noise. After probing and listening under the hood with a stethoscope, I determined it was the alternator bearings and replaced the alternator. I noticed that the pulley on the alternator had a plastic cover where there is usually a nut holding the pulley in place. I checked my truck’s alternator and it also has a plastic insert in the end of the pulley. B.G. Smith, Port Neches, TX Don’t remove the plastic cover unless you are ready to change the pulley. It won’t stay on after you disturb it. I checked my ’06 Turbo Diesel and it is equipped with an alternator decoupling pulley (ADP). I replaced an ADP unit on my ’02 Chrysler Town and Country yesterday. I researched the ADP and have learned quite a lot about them. In the process of researching ADP theory I found several threads on a Town and Country forum describing the strange noises that a failing ADP can make. I also heard a strange noise in my ’02 Chrysler Town and Country, which sounded like a bearing knock; however, at 110,000 miles, I found that to be highly unlikely so I disconnected the drive belt to see if I could pin it down. I armed myself with a replacement ADP kit, and as a back-up, a complete alternator with pulley in case something went wrong. I also purchased a Lisle ADP removal tool set for $39.00. The pulley cannot be removed without a special tool set. mwilson, Lincoln, ME The dealer installed an ADP on my ’05 Turbo Diesel after I brought it in for throwing the serpentine belt once while still in warranty. seafish

2016 TDR CALENDAR CONTEST PHOTO

If you remove the plastic cover, you will probably see a female spline with about 30 teeth that accepts a special removal tool and will indicate that you have a one-way clutch pulley. petersonj, Scotts Mills, OR

Richard Osborn’s entry.

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5.9 HPCR . . . . Continued NO TORQUE CONVERTER LOCKUP The torque converter in the automatic transmission in my ’04.5 Turbo Diesel 2500 with 145,000 miles began failing to lockup when in Tow/Haul mode in third gear and overdrive while towing my 22’ trailer. Sometimes I could get the torque converter to lockup by shifting Tow/Haul on and off and sometimes by varying the accelerator pedal position a few times. It has gradually become more difficult to get the torque converter to lockup while in Overdrive. The transmission fluid and filter have been replaced regularly and the bands have been adjusted at each oil change. A TransGo shift kit was installed more than 100,000 miles ago; otherwise the transmission is stock. IdahoMan

In my case, a shuttle in the valve body was stuck at one end of the throw for some reason. The shop replaced it when the transmission was rebuilt and I have had no torque converter lockup problems since. IdahoMan

LEAK AT RANGE SELECTOR SENSOR I replaced the O-ring on the transmission range selector sensor on my ’07 Turbo Diesel and reinstalled it, but it still leaks. Does this base for the range selector sensor press in or it is screwed in? Is it sealed with an O-ring also?

Check for diagnostic trouble codes (DTC) and look for a DTC with torque converter clutch (TCC) solenoid performance or failure errors. If you are lucky, it is a simple TCC solenoid that is failing. However, my next guess would be the torque converter. Is your torque converter the original? Sometimes you are lucky and they last for a while, but the enhanced pressure will blow the TCC or warp the piston. It depends on how hard you use it. Lastly, it could be the engine control module (ECM) failing to demand lockup, or the circuit has failed. It will require a scanner capable of checking ECM functions and the actuating sensor circuit. If you want to rule out ECM issues, add a “mystery” lockup switch and bypass the ECM controls. If torque converter lockup still doesn’t work, it is either the torque converter solenoid or the torque converter. cerberusiam, Minco, OK I checked and found no DTCs. I replaced the governor pressure solenoid with the Borg Warner unit, the governor pressure transducer, overdrive and TCC solenoids, adjusted the front and rear bands, and replaced the transmission filter and fluid. I went for a drive and the transmission still won’t go into torque converter lockup. The transmission functions normally otherwise. Is there an indication when the TCC fails, or does it just quit working? I think now it is time to take it to a transmission shop for further diagnosis. IdahoMan My next step would be to verify the solenoid and TCC are functional by adding a lockup switch, which will tell you where to go next. Normally, when the torque converter solenoid fails, it creates a DTC. When the apply piston or the clutch in the torque converter fails, there is just no lockup and no DTC. cerberusiam, Minco, OK My ’07 Turbo Diesel 3500 4x4 has the same issues. Did you determine the problem? Hunters Machine

HDR, Southern CA Replace it, as they will leak internally. cerberusiam, Minco, OK

Editor’s Note: For instructions and installation tips along with photos for replacement of the Transmission Range Selector, see TDR Issue 80, page 26, available in digital form on line if you can’t find your hard copy.

TDR 90 www.turbodieselregister.com 19

5.9 HPCR . . . . Continued FUEL TANK ELECTRICAL CONNECTOR

I think this is the same connector you are attempting to release.

When attempting to lower the fuel tank on my ’04 Turbo Diesel 3500, I couldn’t release the fuel lines or the electrical connector since there was so little clearance above the tank. (Note: The photo is a mirror image.)

This is how it works. In the photo, the arrow going to the bottom is the tab. Press it with your thumb or finger. The tab is like a fulcrum. When you press on the tab, it lifts the other end of the tab with the arrow going up. Notice in my photo the red lock tab is unlocked. Sometimes, like mentioned above, there is dirt in the connector that prevents the part of the tab at the top from rising up enough to release. It’s best to push the connector together, press on the tab, and then pull it apart. If you start pulling it apart before it is released, it can jam. I lowered the tank enough to access the connections at the fuel module by releasing the fuel lines along the frame. I managed to get the little red locking tab unlocked, but the connector still won’t budge. rrowdy, Chino Valley, AZ

This is the other half of the connector.

There may be enough dirt in the connector that it is preventing you from pinching it enough to release the tab. Bob4x4, Riverside, CA I finally removed the fuel module while lowering the tank and left the module hanging by the electrical connector. I removed the fuel lines using the quick connects, but I cannot disconnect the electrical connector. There is a description in Geno’s on how to disconnect the electrical connector by releasing the red lock tab then pushing down on something on the front of the connector, but I haven’t found the right “something” yet. At least the fuel tank is out, cleaned inside and out, and I have begun on the vent modifications. rrowdy, Chino Valley, AZ

The lock tab circled with black sharpie is what is holding behind the U-shape of the photo with the black sharpie dot in the photo above. When you depress the tab, it lifts the U-shape lock over the circled lock tab so you can pull the connector apart.

Dirt collected under the flag of the connector can prevent you from pushing it down to release it. I have had good results disconnecting similar dirty connectors by tapping the connector with something like a screwdriver handle a couple of times to loosen the dirt and using compressed air to clean it. If the connector is soaked with diesel fuel, try picking out the dirt with a small wire like a straightened paper clip. Tapping and blowing with compressed air probably won’t work if the dirt is wet with fuel. Ozymandias, Central Switzerland sag2, San Francisco Bay Area Thanks sag2. That is what I was looking for. My connector is a little different, since I had to pry up the little latching tab and it came right apart. rrowdy, Chino Valley, AZ

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Engine Coverage of the ’07.5 to ’15 Model Trucks. Web Site Correspondence Edited by Bill Stockard.

TRANSMISSION JUMPS OUT OF GEAR The automatic transmission in my ’10 Turbo Diesel jumps out of fifth gear or sixth gear with the slightest throttle increase. There is a diagnostic trouble code (DTC) P0735 present. The transmission fluid is clean. What is wrong? SRay DTC P0735 = Gear Ratio Error in 5th. The transmission is slipping in fifth gear and sixth gear and it is likely due to a burned overdrive clutch. You will need to remove the transmission, disassemble it at least partway, and inspect/replace the overdrive clutch pack. TransEngineer, Grass Lake, MI

TRANSMISSION QUIT WORKING The 68RFE automatic transmission in my ’08 Turbo Diesel 2500 has started to shift erratically between fifth and sixth gear. It would hunt for a gear and feel like it was slipping a little and then would go into limp home mode. It would then start in first gear and shift directly to fourth gear. It recorded diagnostic trouble code (DTC) P0868 = Low Line Pressure. Suspecting a cracked or loose spinon transmission filter, I had the fluid changed, the filter replaced, and the code cleared. Unfortunately, it did not fix the problem. I discovered that if I manually selected the fourth gear position which prevented the transmission from attempting to shift to fifth or sixth gear, it worked fine. It never recorded another DTC. When the transmission shop was on a test drive with the scanner plugged in, the transmission quit pulling completely. The truck would not go forward or backward and it had to be towed back to the shop. Input from TDR members please. TSandner, Gurley, AL

When the transmission shop was on a test drive with the scanner plugged in, the transmission quit pulling completely.

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Have the shop reconnect their scanner and check the line pressure and the desired line pressure with the transmission in Park at around 1,200rpm. The line pressure should match desired line pressure within a couple of psi. If not, then it is likely either a loose, dislodged, cracked, split open, etc. filter or, if filters are okay, a stuck main regulator valve in the pump, which requires removing the transmission to inspect and repair. If line pressure is okay, then check engine speed, turbine speed, and output speed, while idling at a stop with the transmission shifted in drive or reverse. If all three are greater than zero, the problem is not in the transmission. Either the transfer case is in neutral, or rear driveshaft or rear axle has failed. If the turbine speed is greater than zero, but output speed is zero, the transmission is slipping which requires removing the transmission, disassembly to inspect the clutches, and repair as needed. If turbine speed and output speed are both zero, then remove the transmission and check for a broken input shaft, failed torque converter, broken flex-plate, or missing torque converter bolts. TransEngineer, Grass Lake, MI When the shop removed the transmission pan, they found the pressure had built up to the point where it blew the spin-on filter off at the threads, stripping the threads in the process. There was also significant clutch material in the pan. I guess that when the filter blew it let the clutches slip and wear off the material. With the amount of material in the pan, I would no longer have confidence in the transmission, so they replaced the transmission with a Jasper rebuilt unit. The good part is the 3yr/100,000mi warranty, the bad part is the expense just under a $4,000. I suspect that the main regulator valve TransEngineer suggested was a high probability. I’m sure if we could have gone that far with troubleshooting it would have been a much less expensive fix. TSandner, Gurley, AL The spin-on filter is not subject to line pressure. It is only subject to the pressure in the cooler return line. The filter was the problem. It sounds like either it was tightened too much when originally installed, it was not tightened enough causing it to loosen and fall off, or you got your torque converter fluid so hot that even after passing through the cooler, it was hot enough to weaken or melt the plastic snout. TransEngineer, Grass Lake, MI

6.7 HPCR . . . . Continued EGR VALVE CLEANING QUESTION I’m working on the exhaust gas recirculation (EGR) valve and I am unable to disassemble the valve spring retainer as shown in the Geno’s Garage article and photo. I don’t understand what the “keepers” should be that are referred to in the article. It sounds like some kind of a snap ring, but there’s nothing like that I can find. dsalonen The keeper is just like the keepers on a valve stem in an engine cylinder head. Don’t lose any of the parts or you will be buying a new valve with a $600 or more price tag. Bob4x4, Riverside, CA I used crow foot wrenches to remove the rear nuts as well as the front inside one. It’s a tedious job removing them, so take your time. Also when you reinstall the crossover pipe, be careful not to get it cocked over or there will be a leak with the smell of burned diesel when the EGR engages. Alan Reagan, Kathleen, GA Editor’s Note: See TDR Issue 75, page 40 for complete instructions with photos for the required 67,500-mile service of the emission system.

2016 TDR CALENDAR CONTEST PHOTOS

Brian Penka’s entry.

TJ King’s entry.

Greg Greenall’s entry.

Gary Preston’s entry.

TDR 90 www.turbodieselregister.com 23

Coverage of 2010 and newer Model Trucks. Web Site Correspondence Edited by Bill Stockard.

AISIN TRANSMISSION SHUDDER My truck is a ’15 Turbo Diesel 3500, single rear wheel (SRW), Crew Cab, 4x4, with the Aisin transmission and 3.42:1 axle ratio. It is equipped with factory installed rear adjustable air ride. I am experiencing what I call launch shudder. It occurs only when towing my 12,000-pound fifth-wheel trailer and the trailer is well within towing and payload capacity of truck. Usually, the only time I feel the shudder is when towing up an incline at low speed when the transmission automatically shifts from 2nd to 3rd gear. The shift to 3rd gear lowers the engine speed to 1,200 to 1,400 rpm, as best I can tell, and it appears to me the transmission shifts into 3rd gear with the engine speed too low and it’s lugging the engine. It occurs both in and out of Tow/Haul mode. If I manually shift back to 2nd gear, the shudder immediately disappears. All the latest transmission flashes have been successfully completed. Horseman-AR, AR I suspect that what you’re feeling are engine torsional vibrations. The torque from the engine is not constant. It fluctuates or pulses due to the individual cylinders firing. These fluctuations in torque are called torsional vibrations. The amount of fluctuation increases as engine speed drops, and also increases as the overall torque increases. The worst situation is at low engine speeds when requesting high torque (which is what you have described). It is possible that these torque pulses are extreme enough to cause the Torque Converter Clutch (TCC) to momentarily slip. If that happens, it creates a shudder. The TCC is slipping and grabbing, slipping and grabbing, repeatedly. Each torque pulse that exceeds the TCC capacity breaks it loose again, then as the torque subsides, the TCC grabs again. If the vibration is primarily something you hear, then I suspect it’s the engine torsional vibrations. If you feel a shudder, then I suspect TCC slippage due to high engine torsionals. So either way, torsional vibrations are likely the cause. The fix, as it seems you’ve already figured out, is to back off the accelerator pedal to lower the torque, or manually down shift the transmission to raise the engine speed. Either one will reduce the level of engine torsional vibrations. TransEngineer, Grass Lake, MI I continue to experience these torsional vibrations, and I assume by your explanation, I’ll always experience them. Would replacing the TCC help or is this something I must live with? Horseman-AR, AR

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Some torsionals are indeed normal when operating at low engine speed with high torque, but if you are experiencing rumble strip-type vibration TCC shudder, you may indeed need a new torque converter, assuming you are running the original factory programming. Demonstrate the torsional vibrations for the dealer since it sounds like maybe your TCC capacity is too low. In the meantime, shift your transmission manually when towing at heavy throttle, so you can delay the 2-3 upshift and avoid the shudder. Using Tow/Haul mode should help. TransEngineer, Grass Lake, MI Yes, it’s the “rumble strip” vibration in both Tow/Haul and not in Tow/ Haul. I have not modified the engine programming. The only time it occurs is when towing up a steep hill. In order to demonstrate the shudder to the dealer, I must hitch to my trailer and find a steep incline. Horseman-AR, AR Are you sure about your engine speed? I just checked the shift schedule for the Aisin, and the lowest engine speed you should see after a 2-3 upshift, unless you’re at very light or closed throttle position, is about 1,365rpm. TransEngineer, Grass Lake, MI I have the Longhorn instrument cluster with three or four marks between 1,000 and 2,000rpm. When the vibration starts, it’s always above the 1,000rpm mark, and the indicator needle covers the second little mark, if I remember correctly. I’m guessing that’s about 1,200rpm, but there is no way to tell if it’s really 1,200 or 1,300rpm. It could be 1,365rpm, but isn’t easy to tell. I really have to “put my foot into it” to get the transmission to shift back down to 2nd gear, so I always manually shift it. It always seems like the Aisin is trying to determine whether it should be in 2nd or 3rd gear as if there’s a little glitch in the programming. It never occurs when not towing. Horseman-AR, AR I think if I were you, I would simply hold the transmission in 2nd gear (Manual Mode “2”) when towing up a steep grade, until the engine reaches about 2,400rpm, then tap shifter tab up to “3”, and back to “D”. At that point, the engine speed should be around 1,600rpm after the 2nd to 3rd gear shift, which will hopefully avoid the shudder. TransEngineer, Grass Lake, MI Someone mentioned that these transmissions adapt to driving style or is it just the 68RFE that adapts to the driver’s driving style? If he continues to allow the Aisin to lug his Turbo Diesel, will it eventually learn a new shift point? Newsa

FOURTH GENERATION . . . . Continued

The shift adaptations adjust the shift quality, not the shift points. The actual shift pattern will not change over time. The only real “fix” would likely be a replacement torque converter since apparently the existing converter’s TCC capacity is too low to handle the peak engine torsionals. TransEngineer, Grass Lake, MI Why would the TCC not hold the torque in 3rd gear, although the TCC will hold with the transmission in 4th and 5th gear? Newsa The problem is not the base engine torque. The problem is torsionals. The actual engine torque is not constant and it fluctuates as the individual cylinders fire. For example, if the nominal engine torque is 500 ft-lbs, it may actually be varying rapidly between maybe 470 and 530ft-lbs. That variation is called torsional vibrations or simply torsionals. The torsional level changes with load and engine speed. Torsionals are highest at low engine speed and at maximum torque. The worst case is heavy throttle position (high torque) at low engine speed. For an example, suppose the TCC capacity is 1,000ft-lbs (I’m just pulling numbers out of the air for this example). If the maximum nominal engine torque is 850ft-lbs, then maybe with torsionals the actual peak is 950ft-lbs which is still okay for the TCC. I’m thinking perhaps there is a problem with the TCC. For example, if his TCC capacity were only 930ft-lbs, it would slip (shudder) if the torsionals pushed the peak torque to 950ft-lbs. Apparently 3rd gear is the worst case because engine speed is lower than in 4th or 5th gear which means torsionals will be higher. Using our example, suppose the peak torsionals were +100ft-lbs at 1,365rpm, but only +70ft-lbs at 1,500rpm, which causes TCC shudder in 3rd gear at 1365rpm, but not in other gears at 1,500rpm. Now admittedly this is all conjecture on my part. My point is, yes, the TCC capacity is the same in all gears. However, the level of torsionals and the actual engine torque spike peaks will vary with engine speed. If the engine speed is lower in 3rd gear, torsionals will be higher, and TCC shudder may exist in 3rd gear, but not in other gears. For TCC shudder, either his engine torque spikes are higher than normal, or the TCC capacity is lower than normal, but not low enough to cause problems in most driving conditions. The TCC capacity is just low enough to give shudder at the point of peak torsionals. When holding the transmission in 2nd gear longer, the engine speed will be higher when shifting into 3rd gear; therefore, torsionals will be lower and hopefully low enough to avoid the shudder. Delaying the 2nd to 3rd gear shift doesn’t fix the TCC; it just reduces the peak torque spikes. TransEngineer, Grass Lake, MI

I assume replacing my TCC would entail removing my Aisin transmission? Is it the TCC may be weak or is it programming? I’m wondering why my TCC is not working like everyone elses? Is there something I’ve done to cause this? Is it my driving style? I’m just trying to understand why we think my TCC isn’t working correctly. Are the Torque Converter Clutches made the same? Is the TCC just like any other part that may require a replacement over time? How long do you think it would take a dealer tech to replace the torque converter if they have the parts? Horseman-AR, AR The TCC is inside the torque converter. To replace the TCC, the torque converter is replaced which requires removing the transmission. It is usually an all day job. All TCCs should be the same. I do not think it is software related. Since apparently the shudder only happens when towing up a grade, just after the 2nd to 3rd gear shift, it would seem, assuming the TCC capacity is actually the culprit, that there is only a slight drop in capacity. It’s why personally, I would simply shift the transmission manually under those circumstances and avoid removing the transmission. TransEngineer, Grass Lake, MI There is a slight shudder in my ’14 Turbo Diesel 3500 SRW, but it’s a completely different circumstance. Once in a while, I feel a slight shudder during the 1st to 2nd gear shift daily driving the city streets. There is no shudder during the 1-2 shift “hot rodding” up a freeway onramp. Towing my 10,000-pound fifth-wheel trailer in Tow/Haul mode, all shifts are fine with no shudder. My shudder is so infrequent that it’s not even an issue. I mentioned it just as a “for your information.” Ram4Sam, Redlands, CA I also have had the slight shudder on the 1st to 2nd gear shift with my ’14 Turbo Diesel 3500. It’s never constant or an every time occurrence. I have learned to feather the throttle a little more until after the shift. Also, my shudder is so infrequent; it’s not even an issue. I’m wondering if the optional 3.73:1 or 4:10:1 differential rations would change the outcome? Brocky, Waterloo, SC Shift points are based on engine output speed, not vehicle speed, which means transmission shifts should occur at the same engine speed regardless of axle ratio. TransEngineer, Grass Lake, MI If I manually shift, as you recommend, and the issue becomes worse over time I’m wondering how best to proceed. Horseman-AR, AR Continued, page 26

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FOURTH GENERATION . . . . Continued

I would explain it to your dealer and have them make a record of the complaint. Tell them you can live with it for now, but want to make sure that if it gets worse in the future, it will be covered under warranty. Hopefully, they will be able to work with you on that. TransEngineer, Grass Lake, MI Does the shudder contribute to more extensive wear and tear on other parts of the driveline? Am I going to break something prematurely? Horseman-AR, AR Actually, no, I would not expect TCC shudder to cause any durability issue. The shudder is caused by the TCC slipping when the engine torque pulses exceed the TCC capacity, so it’s actually going stickslip-stick-slip very rapidly. So if you think about it, there is actually sending less torque into the transmission and driveline than there would if the TCC was not slipping. When the TCC slips, it acts as a torque limiter. It will transmit its peak capacity, but no more. For example, if TCC capacity is 900ft-lbs and engine spikes are 950ftlbs, input torque to the transmission will rise to 900ft-lbs, but then will simply hold at 900ft-lbs as the TCC slips. If the TCC didn’t slip, the transmission input would go up to the full peak of 950ft-lbs. Is heat a concern due to the TCC slipping? A slipping clutch generates heat, and the amount of heat is directly related to torque level and slip speed. Now in the TCC, torque level will be high (900+ ft-lbs for example) but the slip speed is low. The TCC is not slipping continuously at like 300rpm, but instead is just slipping in very small increments of a few degrees with each pulse and the slip speed is usually just a few rpm. The overall amount of heat generated is not extreme and the event normally occurs for only a brief period for maybe a second, before a shift down to a lower gear. So ultimately, heat is not a big concern. I’m not suggesting that you should just ignore the TCC shudder and allow it to continue for an extended period. I would definitely avoid it by downshifting or backing off the accelerator pedal. A very brief TCC shudder event should not be big concern from a durability standpoint. TransEngineer, Grass Lake, MI Editor’s note; It is great to see the cooperation among TDR members. My advice is the same, if it ain’t broke, don’t try and fix it. More can be messed up in the attempt to repair. Since the problem is infrequent and the drive-around has been discussed and proven to work, I would implement the drive-around as you encounter the 2-3 upshift when pulling the trailer uphill. The best tip: get the complaint documented at your dealership. Should the problem get worse, all parties can go to Chrysler and say “I told you so.”

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EXCESSIVE ENGINE IDLING I’m relocating from the western to the eastern states with three animals in my ‘15 Turbo Diesel 3500. Since it’s summer, I’m forced to idle the engine when stopping to purchase food and/or taking a nap at a truck stop. I don’t like to do it, but I’ve run the engine at idle speed for up to two hours multiple times. I use the high idle feature and kept it at the default speed of about 1,000rpm. I’m curious. Do other members idle their engines while parked and running the air conditioner at about the 1,000-rpm speed or higher? The excessive idling is only for this trip as I have little choice. I don’t want to have hours of excessive engine idle time and have a warranty claim where someone reads the computer and sees the lengthy engine idling time. I’m presuming driving long highway miles can offset three or four days of excessive idling and still look average in the long run. Mingoglia, Gilbert, AZ I believe you’ll be just fine. There are many ’13 and newer Turbo Diesels equipped with selective catalytic reduction (SCR) using diesel exhaust fluid (DEF) in use in the oil and gas fields, as well as hotshot drivers with many more engine idling hours. I wouldn’t worry about the idle time on your engine. gsbrockman, Sand Gap, KY Engine idling during summer months causes no damage other than wasting fuel. The animals need to stay cool just like humans. TCDiesel, Blaine, MN Extended idling in very cold climates causes problems. Enjoy the trip and idle as long as you want to stay cool. sag2, San Francisco Bay Area

UPDATE NAVIGATION SYSTEM I am impatiently waiting the delivery of a ’16 Turbo Diesel 3500 with the navigation system. How does the navigation system update the maps and information on a regular basis? Is a computer connected through the USB port, or will I have to take it to a dealer to perform the update and be charged a service fee? I currently use a Garmin GPS that I can update myself through my computer once a year. BaldwinScott, Nashville, TN A Ram dealer can and will update it. I have my navigation system updated every time I go in for an engine oil change and filter replacement. Some dealers may charge you for the service. My dealer service manager doesn’t and will update any and all current programing. Hoefler, Shell Knob, MO

FOURTH GENERATION . . . . Continued

ENGINE OIL TEMPERATURE I have read about engine oil temperature on the TDR forum, but I have never heard or ever seen the engine oil temperature get hot until this past weekend. We usually tow a boat or horse trailer behind our ’14 Turbo Diesel 3500 along with our large heavy slidein truck camper; however, on this trip, we were only hauling our truck camper. We were traveling a gradual climb in elevation and the ambient temperature was in the mid-80s. While driving up the grade, the engine oil temperature increased to 240 degrees.

My ’15 Turbo Diesel 3500 was loaded to a combined weight of 32,500 pounds and was pulling a 5% grade for five miles with the ambient temperature at 98 degrees when I took this photo.

Cummins12V98

NickSullivan, Woodland, WA Based on your engine coolant temperature of 219 degrees, the engine oil temperature is about right. I’ve seen oil temperature around 10 to 15 degrees above engine coolant temperature. Generally, after the engine coolant temperature reaches 215 to 217 degrees, the engine radiator fan clutch engages, which lowers the temperatures. gsbrockman, Sand Gap, KY

Where on the engine is the oil temperature sender located? I haven’t been able to locate it and I am wondering if it is another simulated gauge like the engine oil pressure. AH64ID, Kuna, Idaho Here’s one that will surprise you: there is no engine oil temperature sensor on the Turbo Diesels. My Ram 1500 Hemi has an engine oil temperature sensor as do the Ram 2500/3500 trucks equipped with 6.4-liter Hemi. However, the engine oil temperature is a calculated reading on the Cummins 6.7L Turbo Diesel. On long tows uphill with the trailer, my Hemi oil temperature easily rises to 260 degrees. sag2, San Francisco Bay Area

2016 TDR CALENDAR CONTEST PHOTOS

Ray Wherley’s entry.

Casey Kennedy’s entry.

TDR 90 www.turbodieselregister.com 27

Owner-Specific Articles on ’14-Newer EcoDiesel Trucks.

A BETTER MOUSETRAP by Robert Patton When we last left EcoDiesel Adventure Guy (that’s me), I was under the rear of the vehicle trying to do a fuel filter change without spilling fuel on the ground or having the fuel trickle down my arm and saturate my shirt. Note to audience: I was not successful in that endeavor. The fuel filter change was chronicled in Issue 88, pages 32 and 33. In that article I found that my little yellow drain valve only allows but about two ounces of fuel to drain and that a strap wrench is not the ideal tool for filter canister removal. (Has anyone else had any luck draining fuel?)

Time for a fuel bath.

In the Issue 88 article I mentioned that I would ask TDR member Lonnie Turner if he would make a canister removal tool for the EcoDiesel audience. To the end, take a look at this billet aluminum creation.

Still waiting for the fuel to drain.

I did learn a trick or two from TDR members: a catch container or a big plastic bag with a rubber band can be used to catch the fuel when the filter canister is loosened. Unfortunately, when the canister is loosened by the awkward strap wrench it typically still results in a fuel bath because of the tight working area around the filter canister. The filter canister has four nibs. The removal tool fits the contour of the canister and goes over the nibs. A 19mm hex head is on the back side of the tool.

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1500/3.0 VM . . . . Continued Lonnie also took some time to address the lack-of-drain, yellow plastic drain valve and he designed a replacement brass drain valve. With his brass valve in hand, I closely examined the yellow plastic valve to understand its lack-of-drain characteristic(s). Visual inspection shows a lip at the top to keep the valve from falling out. Unfortunately, when loosened this lip and the valve’s rubber O-ring still keep things sealed up. (Has anyone else had any luck draining fuel?) You can modify the valve to allow it to be removed by removing the lip with a Dremel tool. (Or, you can get Lonnie’s brass replacement valve.)

Here is the canister removal tool in action.

The tool and valve are a must-have for the EcoDiesel owner that does his own truck maintenance. How well do Lonnie’s two service parts work? As they say on television infomercials, “Amazingly well!” Use your modified yellow plug or the new brass plug to drain all of the fuel from the canister (about 16 ounces). Use the “LT” fuel tool to remove the canister. No more fuel bath.

The release date for the tool was September. The price for the tool kit is $59 and each tool includes a brass drain valve. Sold separately, the brass drain valve is $9. Robert Patton TDR Staff

2016 TDR CALENDAR CONTEST PHOTOS

Bruce McPhail’s entry.

Brett Miller’s entry.

Larry Willard’s entry.

Matt Penley’s entry.

TDR 90 www.turbodieselregister.com 29

BITW is a forum to report on industry trends and vehicle development. Compiled/written by Robert Patton.

THE SAGA OF SERGIO Carpetbagger or Truthful Prognosticator (Two Sides to Every Story) Sergio: Who the heck is Sergio and why does Sergio matter to the TDR? Good questions. Sergio Marchionne is the CEO of FiatChrysler (FCA). His decisions have immediate impact. To the TDR audience this means that the Cummins 6.7-liter engine could be replaced by a 6.7-liter Iveco (Fiat) engine (same engine architecture, see TDR 65, page 114) by the time you finish reading this article.

Sergio the Carpetbagger Marchionne’s take-no-prisoners style has ruffled more than a few feathers in the automotive business. Specifically automotive journalist Peter DeLorenzo has taken Marchionne to task in several scathing editorials since Marchionne appeared on the scene with the 2008 Chrysler buyout. Let me share with you some excerpts from DeLorenzo’s previous rants about Marchionne.

Yes, as the head of FCA, Sergio Marchionne is in a powerful position.

Oops…this just in, literally. It is early September and DeLorenzo has written another editorial about Marchionne (www.autoextremist. com). The title, “The Full Sergio: A Truly Ugly Sight to Behold.” A review of his latest rant will save me a bit of time, I don’t have to go through the years of his editorials, pulling out old quotes.

Folks with an abundance of power are continuously scrutinized by the media. (Think Donald Trump and Hillary Clinton.)

Let’s get right to it, excerpts from DeLorenzo’s 8/31/15 editorial follow:

So, too, is the fate of Sergio Marchionne.

“I have been writing editorial commentaries about FCA’s Sergio Marchionne, the self-appointed auto CEO of the world, for years now. I even recall a previous column where I used the term ‘the full Sergio.’ And every time I do, I get the usual array of hate emails suggesting that I am a ‘disgrace to my heritage,’ ‘completely misguided and wrong,’ ‘plainly mental’ and ‘how do you sleep at night being the biggest asshole in the business?’ etc., etc., etc. “And those are just a few highlights from the nicer ones. “Yes, I have relentlessly pounded Marchionne, but he has deserved every single word of my scathing assessments of who he really is and what his true mission in life—as he sees it—is. I have kept my foot down hard on Marchionne because frankly, most everyone else in the business—you lapdogs in the media know who you are—has given the guy a free pass from the moment he showed up here, gathering at his feet like children around a campfire for story time. You let him exhale his fantasy mind clouds containing his view of the world—both real and imagined—while dutifully reporting every word as if they had just witnessed the return from the mountaintop of the New Savior of the auto business, grasping carbon fiber tablets etched with his personal musings and meanderings designed to save us all. “And Sergio’s message? He is always right and everyone else is always wrong. So wrong, in fact, as to be laughable, especially here in the Motor City where he could hardly conceal his derision toward the ‘lesser lights’ as he viewed them, toiling away at the other car companies.

FCA's Sergio Marchionne

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BLOWIN’ IN THE WIND . . . . Continued

“And all the while I saw right through Marchionne—this dealmaking stronzo who ultimately was only out for The Canonization of Sergio—who himself was a glorified bagman for the interests of what was left of the Fiat Empire, and who was smart enough to put his hand out at just the right moment so he could be gifted the remnants of Chrysler by the Obama administration, ending up paying $6 billion for the whole shebang when the Jeep brand and plant were worth that alone. “And then Marchionne was just smart enough to hop on the backs of the remaining True Believers out in Auburn Hills, taking credit for everything they did while riding the sales of Jeeps and Ram pickup trucks to record numbers, declaring himself to be the smartest guy in the room—any room—and crowing loudly to the media about that fact every chance he got even though FCA’s balance sheet was a complete mess and the whole enterprise was hanging by a thread. “Yes, we have endured it all. And make no mistake, after all of this I can tell you that Marchionne is indeed a master at two things: 1. Making deals advantageous for himself and for the interests he represents while using other people’s money, and 2. Making damn sure that the persona of ‘Sergio The Great’ is cultivated, nurtured and enabled at every opportunity. “But nothing I have written or commented on could have predicted— or prepared anyone, for that matter—for the interview of Marchionne that showed up online in Automotive News Sunday afternoon. The interview, conducted by Larry P. Vellequette (with contributions by Luca Ciferri) revealed everything I have written about Marchionne— and then some—in a jaw-dropping display of hubris, arrogance and ego the likes of which this industry has never seen before, and that’s saying something given the parade of the egotistical maniacs who came before him. “The focus of the interview is Sergio’s mission to merge with someone—well, anyone at this point—but with the particular focus being on General Motors. For the record, as much as Marchionne says that he can survive just fine without a merger and that he will ride on his investment in Alfa Romeo to dizzying new heights (in case you forgot, Marchionne insists that he will sell 400,000 Alfas globally by 2018. FCA sold 68,000 last year), the fact remains that FCA is a glorified shell game, a car company sitting on $8 billion debt, while every other auto manufacturer in the world has a net cash cushion. Sergio, of course, dismisses this as a mere bump in the road, but who’s kidding whom here? The industry ‘savior’ is sitting on an enterprise that’s just one economic downturn away from being right back in the tank again. “But that has never stopped Sergio from couching FCA’s growing financial desperation in his ‘vision’ for the industry, talking consolidation and parts sharing for the good of the industry when anyone with half a clue understands that Marchionne couldn’t care less about the greater good of the industry, especially if he can talk someone into saving FCA’s corporate ass. “Marchionne’s comments in the interview were as laughable as they were stunning. He told AN that he had gone over the numbers and that it all makes perfect sense, that the logic of a merger with GM

is too brilliant to ignore, even if he says so himself. In true ‘I am the Greatest Of All Time’ fashion, Marchionne even called out GM’s board of directors, suggesting they were dimwits not to entertain Sergio’s overtures, and that they had no real choice but to do it, if they knew what was good for them. “‘It would be unconscionable not to force a partner,’ Marchionne said, to which, as Vellequette rightly suggested, sounded like a hostile overture. ‘Not hostile,’ insisted Marchionne. ‘There are varying degrees of hugs. I can hug you nicely, I can hug you tightly, I can hug you like a bear, I can really hug you. Everything starts with physical contact. Then it can degrade, but it starts with physical contact.’ “This is Marchionne’s agitated response to the fact that GM wants absolutely nothing to do with the Italian Carpetbagger and refuses to have any contact with him of any kind. And rightly so, because Sergio doesn’t do deals with hat in hand, he does deals to exploit perceived weaknesses that will enrich him personally and make his handlers from the Fiat family even wealthier. “And true to form, Marchionne says the logic of the deal is ‘irrefutable.’ ‘We’re not talking about marginal improvement in margins,’ he said, ‘we’re talking about cataclysmic changes in performance, just huge.’ “‘I’ve offered to sit down with them and take them through the numbers,’ Marchionne told AN, and I’m sure everyone down at the Silver Silos is just waiting with baited breath to have this happen. He said this, as AN described, while he was sipping an espresso and brandishing his tablet, as if the various charts and graphs he ginned up perfectly validated his case. “‘They won’t listen,’ Marchionne said (recoiling in frustration, I imagine). ‘And that kind of abject refusal to engage... the capital markets won’t understand why you are rejecting the discussion. You may reject the deal but you can’t reject the discussion. If you’re refusing to talk to me, and you have seen nothing, you either think you’re above it all, or you think the capital markets are full of schmucks that owe you something.’ “The sick undercurrent contained in all of this bluster? Marchionne is adamant that there are people just waiting to do a deal with him, that he is the belle of the ball and that GM is too stupid to see why he and FCA is their only choice. “‘There have been responses from people who have shown interest in discussing,’ Sergio told AN. ‘Are they the people I wanted to get the response from? The answer is probably not. There are people who are interested in doing deals. I’m not interested in doing deals with them... because there’s a better deal.’ “What he really means to say is that yes, there are companies out there who want to do a deal—VW, for instance—but at his expense. And he’s never interested in a deal where he won’t come out on top. Read between the lines and Marchionne is suggesting that GM is too stupid to do a deal, while GM is rightly saying, ‘Sorry, we’re not that stupid. Go away.’ Continued, page 32

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BLOWIN’ IN THE WIND . . . . Continued

“But Sergio will not quit. ‘Look, the combined entity can make $30 billion a year in cash,’ he said in the interview. ‘Thirty. Just think about that [expletive] number. In steady-state environments, it’ll make me $28 to $30 billion,’ at a seasonally adjusted annual selling rate of 17 million. “Oops. Make me $28-$30 billion? You meant the new corporate entity, right, Sergio? Actually, no, that is exactly what he meant to say, in case there was any doubt. Despite his protestations otherwise, Sergio doesn’t want a merger with GM. Instead—and let’s make no mistake about this—he wants a hostile takeover so he can be officially crowned The King of the Automotive World. (GM reiterated to AN after the interview that the company and its shareholders are better off on their own.) “‘An attack on GM, properly structured, properly financed, it cannot be refused. You can play hardball to a point... It’s too big to ignore, which is the issue that our board is facing.’ “‘This is not a question of telling me to screw off. I understand [GM’s] desire to be alone and execute [its] plan. I’ve listened to the comments... “we’re still merging with ourselves,” which I do not buy for a company that is 107 years old. You can’t merge with yourself.’

Sergio the Truthful Prognosticator Earlier in August, Automotive News did a six-part series titled “Industry on Trial.” The exposé was prompted by a power point presentation that Marchionne did in April. In the presentation “Confessions of a Capital Junkie,” he challenged industry executives and analysts to look long and hard at the health of the auto industry. To explore the thesis, the Automotive News staff followed this outline: Pure Economic Waste The Capital Crisis R&D Spending: How Much is Wasted The Case for Consolidation A Matter of Death for FCA Four Alternatives to Mergers While I could give you pages and pages of quotes and data from AN, the cut-and-dried facts are nowhere near as entertaining as the Peter DeLorenzo rant.

“Oh, but they can tell you to buzz-off, Sergio—and with jubilant glee, I might add—because as shocking as it may seem, you don’t know everything there is to know about this business. And lest we need to be reminded, The World According to Sergio is a very dark place indeed, one not everyone wants to be a part of. Just ask the True Believers out in Auburn Hills who toil away at figurative gunpoint, wishing Sergio and his espresso-fueled posse would just go back where they came from.

As I looked over those pages and pages, the plight of the industry is best summarized by AN’s Editor and Publisher, Jason Stein. Here are the comments from Stein as he reviewed his notes:

“The grim reality behind all of Marchionne’s bluster? He doesn’t just reek of espresso and cigarettes, there’s now a distinct whiff of terminal desperation surrounding him.

• At least half of product engineering is needlessly duplicative because it involves components car buyers can’t distinguish.

“In essence there is broad agreement that: • The industry burns through too much capital, destroying value. • The valuations of automotive giants are ‘pitiful’ compared with other industries.

“And there’s no amount of pontificating out loud to the press that is going to change that fact.

• The industry is headed toward an inflection point; new nonauto giants with high valuations are poised to become auto industry players.

“And that’s the High-Octane Truth for this week.”

• There must be more standardization—from EV plugs to safety regulations—between Europe and the US.

Peter DeLorenzo, Autoextremist Sorry, I know it was a little long-winded (there were only seven paragraphs that I omitted). But I think you get the picture. Lots of emotion behind the rant. However, I did a Google search on the word “carpetbagger” and from DeLorenzo’s writings I expected to see a picture of Marchionne. Such was not the case. There are always two sides to every story. Let’s take a look at the Automotive News article that has stirred up the interest of other media outlets, TDR included.

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• It’s an irrational industry. For example, there is general agreement among all six participants on our panel that consolidation is needed now but much cynicism about whether it will happen. • No merger can work without a strong leader, or, in the words of former GM executive Bob Lutz: ‘a boss…not overly compassionate.’

The cut-and-dried facts are nowhere near as entertaining as the Peter DeLorenzo rant.

BLOWIN’ IN THE WIND . . . . Continued

“Maybe our findings were best summed up by Aston Martin CEO Andy Palmer, a man at the center of the most successful alliance to date while a top executive at Nissan-Renault. “‘The rational time to be looking at consolidation is probably on the up cycle when the company has got money,’ Palmer told us in the videotaped roundtable, ‘but we’re an irrational industry.’” So, folks, the other side of the story: Perhaps Marchionne is the smartest guy in the room. Certainly he appears to be the gutsiest. None of the industry analysts—nor you or I from the comfort of our easy-chairs—can refute that there are big changes ahead for the industry. No doubt, Marchionne is wooing possible suitors and warning everyone else to do the same before it is too late. And, you know this is big news when the wife brings you a press clipping and asks “What’s happening with this GM and FCA thing?”

“Ferrari and Jeep, Marchionne’s most valuable bargaining chips, are iconic and successful brands. They alone would make nice additions to the existing GM portfolio, but they are simply not worth the aggravation of taking on the rest of FCA. “For all Sergio Marchionne’s talk of the need for further auto industry consolidation to reduce costs and improve efficiency, the reality is there’s nothing an FCA/GM merger would achieve beyond creating a company with nightmarish operational complexities and too many brands competing for the same customers. Wait… That sounds a lot like the old GM. And we all know how that ended.” Now, I could give you chapter-and-verse from those press clippings the wife brought to my attention, but none are as insightful as or better written than that of MacKenzie.

Conclusion

Sure enough, as a result of an Automotive News online interview in late August (the same interview that prompted Peter DeLorenzo’s rant) the mainstream press had their slant on the topic.

Where does this leave us in the “Saga of Sergio”?

I briefly looked at the headlines and decided to stick with the written word from Automotive News and other industry-focused publications.

I think I’ll let country music legend, Mickey Gilley, answer with this observation from his 1970’s song: “Don’t the girls all get prettier at closing time.”

Obviously, DeLorenzo thinks Marchionne is out for only the good of Marchionne and the Fiat family. But what do other automotive publications have to say?

Marchionne sees that time is slipping away. The bartender shouts out, “Last call!” Marchionne has to find (or is desperate, as MacKenzie would lead you to believe) dancing partners for his harem: Ferrari, Chrysler, Fiat, Alfa, Jeep, Maserati, Ram, and Lancia.

How about this from Motor Trend’s Editor-in-Chief, Angus MacKenzie, September edition, “Poison Pill, How to Destroy GM.” MacKenzie writes:

Good question.

“Sergio Marchionne’s audacious bid to merge Fiat Chrysler Automotive with General Motors is precisely the multi-billion-dollar power play Wall Street loves. This is swashbuckling, freewheeling American capitalism at its best, and there’s a lot of money to be made by the bankers and lawyers and shareholders who are in on the deal. There’s just one small problem: The merger would be a disaster for GM. “Marchionne’s 2009 merger of bankrupt Chrysler and struggling Fiat made classic business school sense. Chrysler built large and midsize cars, trucks, and SUVs, and had a strong dealer presence in North America, while Fiat had expertise in small cars, diesel engines, and dealers in Europe and South America. The synergies looked real, but behind the dazzling financial footwork was a business saddled with too many uncompetitive vehicle platforms and too many struggling brands. “Six years on, reality bites: FCA is running out of the time and money needed to fix key product lines and revive iconic brands. Financial engineering, no matter how clever, is no substitute for the real thing.

Who’s going home with whom?

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BLOWIN’ IN THE WIND . . . . Continued PUTTING THE HEADLINES INTO PERSPECTIVE: “RECORD FINE FOR FIATCHRYSLER”

HEADLINES INTO PERSPECTIVE: FCA RECORD FINE-LOGISTICS

I could go into my own tirade about sensational headlines, tabloid journalism and magazine/newspaper/TV advertising revenue. But I think you get the picture without my unnecessary babbling.

With the perspective part of what “105 million” means to FCA out of the way, let’s examine the where-tos and why-fors of the ruling.

The latest victim(s) of the sensational headline(s) are the folks at FiatChrysler (FCA). In early August the folks at Wired magazine made the headlines with FCA as their target when they hacked into a Jeep vehicle. At least one television anchor person I watched was fearful about the drive home (geez).

Again, from the Detroit Free Press, David Shepardson reporting: “The Italian-American automaker admitted it broke the law in failing to quickly repair vehicles in three separate recall campaigns and agreed to buy back as many as 578,000 older Ram pickups for steering issues after some owners said they have waited 18 months or longer for repairs because of parts shortages.

Or was her trepidation just more sensationalism? Don Henley’s song from the 80s, “Dirty Laundry” comes to mind: “We’ve got the bubble-headed bleach blonde that comes on at five. She can tell you about the plane crash with a gleam in her eye. It’s interesting when people die. Give us dirty laundry.”

“The penalty includes a $70 million payment by Fiat Chrysler, plus $20 million that the automaker will spend on safety efforts and $15 million in additional penalties if the automaker fails to perform properly. The automaker can include rebates and recall incentives as part of the $20 million it must spend on safety over three years.”

If one bothered to read the Wired story and other summaries of the event, one could get past the hype to learn that the authors had access to the vehicle prior to their shenanigans and that they were working with Chrysler for nine months prior. An example of “white hat” hacking? Indeed.

I also wonder, could this not be a great way to sell new vehicles to loyal customers of Ram and Jeep? Time will tell.

Okay, now that that FCA story has some perspective, let’s talk about the latest FCA headline, the record fine that was handed down by the government’s National Highway Traffic Safety Administration (NHTSA). The story from the Wall Street Journal tells us that the total fine was 105 million dollars. Before I tried to understand the where-tos and why-fors of the NHTSA fine, I wondered about the amount. No doubt 105 million is a big number. But as numbers go, it needs some context. Context will tell us if the fine is a big deal or just another day at the office for the FCA employees. Time for a Google search. An inquiry to find out FCA’s total sales for year 2014 and their profit for 2014. With these numbers we’ll be able to see what’s up with the headlines that ran at the bottom of the television screen that played in the background of my local restaurant on Sunday. From FCA’s 2014 annual report – 2014 net profit of 717 million compared to a net profit of 2.2 billion in 2013. According to the Detroit Free Press article written by David Shepardson, “The drop in revenue for 2014 was attributed to higher recall costs, the cost to overhaul some of the automaker’s plants to build new models like the Jeep Renegade and Chrysler 200, and the cost of acquiring Chrysler shares previously held by the UAW Retiree Medical Benefits Trust.” “The automaker took a $500-million charge in 2014 to cover the cost of purchasing Chrysler shares from the UAW trust. Also, Chief Financial officer Richard Palmer said the automaker incurred $650-million in costs in warranty and recall costs in 2014. Those costs were driven up by the recall of vehicles with airbags made by Takata and the recall of 1.56 million older-model Jeep Grand Cherokees and Libertys.”

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REBATES AND RECALLS: HOW’S THAT 20 MILLION WORK? The answer comes to us from Automotive News, September 7, 2015, “FCA Pays Owners to get Recall Work Done.” AN’s writer Ryan Beene reports: “Owners of nearly 200,000 trucks and SUVs, mostly Ram pickups from the 2008-12 model years, recalled for defective suspension parts that could cause a loss of control, can sell their vehicles back to the automaker at 10 percent more than the market value. “Alternatively, owners eligible for the buybacks may opt to have their vehicles repaired and receive a $100 prepaid Visa card, or accept a trade-in incentive of $2,000 off the purchase price of a new Ram pickup or $1,000 off a Jeep, Chrysler, Dodge or Fiat vehicle. The trade-in offer expires at midnight on January 4, 2016. “In addition, owners of 1993-98 Jeep Grand Cherokee and 2002-07 Jeep Liberty SUVs recalled in 2013 for rear-mounted fuel tanks will be offered $100 prepaid Visa cards to repair their vehicles. Eligible owners will receive the cards if they choose to have a trailer hitch installed at FCA dealers to protect the fuel tank. “Owners of the affected Grand Cherokees have the added option to trade in their vehicle and receive an extra $1,000 Visa pre-paid card that can be used on parts and service at the FCE dealership accepting the trade-in.” My tongue-in-cheek response is that there will be more details to follow. I also wonder, could this not be a great way to sell new vehicles to loyal customers of Ram and Jeep? Time will tell.

BLOWIN’ IN THE WIND . . . . Continued CHRYSLER/FCA RECALL – POLITICAL OVERTONES

FCA FUTURE PRODUCTS

Here is the story from Automotive News, “NHTSA Uses FCA Order to Clean Up Industry,” August 3, 2015: “The National Highway Traffic Safety Administration’s July 24 consent decree with Fiat Chrysler Automobiles seeks to punish and remedy the automaker’s safety shortcomings while also addressing recall issues vexing the entire industry.

All right, we’ve read several articles about how important the Ferrari and Jeep brands are to the overall profitability of FCA. And, the styling of the new Alfa Romeo Guilia is stunning. But, seriously, worldwide Alfa Romeo sales were 74,000 units in 2014, and they have a established a projected 400,000 units in 2018 (150,000 targeted in the USA).

“The agreement and its record-setting $105 million penalty stemmed from a NHTSA probe into violations that occurred in 23 Fiat Chrysler safety recalls since 2009. But the terms of the pact, especially its list of nearly 30 ‘performance obligations,’ also are designed to spread and cement the lessons of recent safety crises involving General Motors, Takata and Honda. “Central to the pact is a top-to-bottom revamp of FCA’s current recall and defect practices, a process that will be overseen by an independent monitor who will report to NHTSA and will have broad authority to hire staff and investigate safety issues. That represents a deeper level of scrutiny than similar consent orders imposed on GM and American Honda Motor Co. in the last 18 months. Alfa Romeo’s stunning new Guilia sedan.

“That approach may help NHTSA satisfy some of the public demand for tougher safety standards and enforcement, even as legislative efforts to strengthen auto-safety laws and boost regulators’ resources languish in Congress. “For example, the deal calls on FCA to impose penalties, such as withholding incentives, on dealers that sell unrepaired recalled vehicles, new or used. That’s aimed squarely at tightening the socalled used-car loophole that has allowed unrepaired used cars to be sold to unwitting buyers, as was the case with Carols Solis IV, who died in Texas in January from injuries caused by a defective Takata airbag in a Honda Accord he had bought secondhand. “Under the deal, Fiat Chrysler must fund a number of ‘outreach’ initiatives over the next three years to share best safety practices and help improve recall participation industrywide. “With so much work entrusted to FCA, effective monitoring will be key, Ditlow said. “‘If it’s a Fiat Chrysler show from start to finish, is it really going to be good?’ he asked, ‘Because you’re depending on the same company that had bad practices for so many years that led to this consent agreement.’” Let’s add some editorial comment to this dry subject matter. Back in June 2011 the NHTSA dictated that the Jeep folks do something about the rear mounted fuel tank on ’93–’98 Jeep Grand Cherokees and ’02-’07 Liberty. FCA pushed back and said no. (I’ll add, rightfully so: the vehicles were built to the standards required at the time.) Negotiations continued and, apparently, a poorly implemented add-a-trailer-hitch campaign was initiated by FCA. Now, it looks like NHTSA is having the last laugh.

How does the Ram brand fit into FCA's future? I wish I had some insight to offer—and maybe I do. Ram sales are a cash cow for FCA, but what does the Ram brand offer that is not already duplicated in the marketplace? Were the Ram brand sold off, who would be interested? Ditto the Dodge brand. However, to address the plight of Dodge I can offer some quotes from Car and Driver’s Aaron Robinson, taken from his February 2015 editorial. Robinson writes: “Dodge has been Chrysler’s hot-rod shop for a while, but now the division’s plan is to strip out anything that isn’t sporty or can’t be made so, starting with the Avenger last year and the Grand Caravan in 2016. Those two aren’t thrilling, but they did account for about one-third of Dodge’s expected 550,000 sales for 2014. So risks are indeed being taken. “Of the three cars FCA holds up as Dodge’s performance icons, the Challenger and the Charger are based on the bulky rear-drive LX platform that dates back a decade to DaimlerChrysler. Meanwhile, the Viper is a handmade Yankee Lamborghini, the sales of which have been so soft since its 2013 redesign that the factory hit the pause button for half of 2014 to burn down unsold inventory. “Any auto exec worth his counted beans can see that Dodge is about to become an expensive money suck. “But Hellcats and V-10 Vipers are undoubtedly on short clocks as the extinction-level meteoroid of greenhouse-gas restrictions hurtles toward us. ‘I don’t know how long this is going to last,’ Dodge CEO Tim Kuniskis said frankly. ‘We’ll always have performance. Will it always be a supercharged V-8? I don’t know.’ “Right now, Dodge’s strategy works. Its sales are up, its buyer demographic is admirably young, and the Hellcat was spurring dealership traffic even before the first one hit the showroom. Will it last once Dodge is more completely dunked into the Fiat Chrysler corporate parts bin? Like Kuniskis, I don’t know.”

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BLOWIN’ IN THE WIND . . . . Continued FCA’S SMALL PICKUP Last issue’s “BITW” had quotes from several press clippings about the small pickup truck marketplace. A Nissan here, a Mercedes Benz there, a VW coming in from left field? I continue to wonder what plans the folks at FCA might have for a small pickup. In the same Issue 89 magazine there were industry quotes where Ram’s CEO Bob Hegbloom gave the reasons that a small pickup was a “no” for the Ram brand. Along this line of thinking, I speculated that a small pickup might be a better fit, branding-wise, for Jeep.

“Jeep enthusiasts are speculating about what the pickup will look like. Jeep design head Mark Allen isn’t saying. But the Jeep design team has put together several Wrangler-based concept pickups over the years that may provide clues. “In 2005, the brand showed its Gladiator concept, which had an expandable truck bed with a stowaway rear-seat cushion and a detachable canvas roof that rolled up and stored behind the seat. “A big question has to do with the size of the Wrangler pickup. If it is too long, ‘it really starts to affect its off-road capabilities,’ said AutoPacific analyst Dave Sullivan.

Let’s explore the Jeep angle a little more with quotes from Automotive News, Larry Vellequette’s article “Jeep Pickup Ahead,” September 7, 2015, Mr. Vellequette writes: “Fiat Chrysler’s plan to expand Wrangler production in Toledo, Ohio, not only means a Wrangler-based pickup is on the way, but it makes possible a diesel-powered Wrangler for the US.

“Further Sullivan said, ‘A Wrangler pickup is one of the few pickups that could get by with a bed smaller than a GMC Canyon or Chevy Colorado. And it doesn’t necessarily have to be a cab.

“Wrangler diesels built in Toledo are sold in other parts of the world, but not in the United States. Jeep brand head Mike Manley has said he wants the pickup and a diesel Wrangler for the US. But because FCA already sells every Wrangler the plant can turn out—largely without incentives—those derivatives have had to wait.

As you step back and look at the BIG global picture, the Jeep Wrangler pickup makes perfect sense. In the “Saga of Sergio” we learned earlier that FCA has debt problems and FCA CEO Sergio Marchionne is looking to merge with an automotive partner. The two brands in the FCA’s global portfolio that stand out are Ferrari and Jeep. With the addition of diesels and pickups, the Jeep worldwide brand just got a little stronger.

“But that is about to change. “Automotive News reported that FCA will produce a Wrangler-based pickup in its Toledo Assembly Complex after a redesigned Wrangler begins production in 2017.

“‘For people that want to go off-road, being able to throw your muddy gear in the back of a bed is a very attractive option.’”

Robert Patton TDR Staff

The upcoming Jeep Wrangler Pickup.

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TDR 90 www.turbodieselregister.com 37

A Listing of Resource Material.

2015 TECHNICAL SERVICE BULLETINS (TSBs) OUTLINE Hello TDR Members. This is a long article. Much time has been spent in the research and presentation of the data. I will attempt to be brief. The following is an outline: • • • • • • • • • •

Introduction: This year’s TSBs Meaning of truck codes TechAuthority stumbles Coverage of 2015 calendar year only Why you may wish to reference past TDR magazines TechAuthority – Impressive and powerful tool TechAuthority gives you access to Service Manuals too Annual TSB review Recall Notices Did you know

If you need a complete copy of the bulletin, you can contact your dealer with this Issue 90 in hand; or armed with your truck’s vehicle identification number (VIN) and a credit card you can log on to www.techauthority.com and, for $35, you can view/print all of the TSBs that apply specifically to your vehicle. The $35 buys you three consecutive days of access. However, just as in previous years, I found the TechAuthority website to be cumbersome to navigate. More on this later. In an effort to consolidate the TSBs for the magazine, we’re going to use the same index system categories as those used by Chrysler. Below are the index categories.

Now, to the bottom line: The use of Chrysler’s TechAuthority website can be cumbersome. However, carefully read this article and you will understand the wealth of information that is available to you.

2 Front Suspension 3 Axle/Driveline 5 Brakes 6 Clutch 7 Cooling 8 Electrical 9 Engine 11 Exhaust 13 Frame & Bumpers

14 Fuel 16 Propeller Shafts and U-Joints 18 Vehicle Performance 19 Steering 21 Transmission 22 Wheels & Tires 23 Body 24 Air Conditioning 25 Emissions Control 26 Miscellaneous

My advice if you encounter a problem with your truck, one of your first action items should be to check your VIN at TechAuthority to see if there is a bulletin (TSB) that discusses the repair or to download the service manual to completely understand the repair process.

A note concerning the TSBs and their use: The bulletins are intended to provide dealers with the latest repair information. Often the TSB is specific to the VIN. VIN data on the Chrysler service network helps the dealer in his service efforts. A TSB is not an implied warranty.

I’m hopeful this article and the annual TSB review is helpful. Let’s get started with all of the important details.

WHAT DO THE MODEL CODES MEAN? Throughout our summary pages you’ll see model codes listed for the various Ram trucks. The following is a chart of the model code meanings.

Robert Patton TDR Staff

THIS YEAR’S TSBs Each year as a service for the TDR membership I break out the Visa card and purchase a subscription to Chrysler’s online service and data system (www.techauthority.com). As in years past, the TechAuthority site offers an index of factory technical service bulletins (TSBs) that have been released in the past year. I scroll through the index and print those bulletins that are pertinent to all Turbo Diesel trucks (all years, all models, with cab and chassis included). With the bulletins in hand, I summarize the bulletin for publication in the magazine.

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Series ’10 ’11 ’12 ’13 ’14 ‘15 1500 Pickup DS DS 2500 Pickup DJ DJ DJ DJ DJ DJ 3500 Pickup D2 D2 D2 D2 D2 D2 3500 C/C DC DD DD DD DD DD 4500 C/C DM DP DP DP DP DP 5500 C/C DM DP DP DP DP DP

TDResource . . . . Continued NEW RELEASES Again, with the service at www.techauthority.com, we’ve gathered information on Ram Technical Service Bulletins that have been released only during the past year. If you wish to review all of the TSBs for Third or Fourth Generation trucks, we have archived those as well as this update at the TDR’s web site (Left control panel, TDR Member Only Area, “TSB Updates”). Also, TDR Issues 66 and 58 have larger listings that allow the Third Generation owner to review the TSBs issued from 2003 to 2009. Likewise, for the print-only guys using Issues 86, 82, 78, 74 and 70 as your resource, you can review the TSBs that were issued in calendar years 2014, 2013, 2012, 2011 and 2010.

TECH AUTHORITY STUMBLES Call my wife and she will tell you that I can spend money at internet web sites. Again this year I found it cumbersome to spend money/ retrieve data at TechAuthority. My guess is that they are not reading my yearly “gripes” about my difficulties. However, with this magazine’s summary we’ve saved you from fumbling around. That is part of the reason you’re reading the TDR, right? You trust the TDR’s writers and staff to sift through the minutiae and bring you only the important details. As a secondary feature to the TSB review, I find myself saying, “We’ve been there, done that.” So, after my summary of a TSB, you may find additional commentary and/or page numbers from previous TDR magazines to give you further insight into the story.

Only DURING THE PAST YEAR How about some good news. Here’s an observation: If you throw out section “8 Electrical” (mostly “media center” reflashes) and ignore the reflashes in section “18 Vehicle Performance,” the TSB list for 2015 is almost non-existent. This is good news for the service network and good news for 2015 owners. The truck is solid, and the quality is good. More good news: With my list of different VINs, I went back to the 2010 model year and the first of the Fourth Generation trucks. There are only a few newly-written TSBs for the older trucks. As stated before, this process is cumbersome and I’m not immune to mistakes. Therefore you’ll see some TSBs from 2014 that I failed to include in the Issue 86 summary of TSBs. These are easy to recognize, the TSB number has a xx-xxx-14 and the likely date is from the last quarter of 2014. Final comment: As mentioned above, if you have a 2010-2013 truck, you’ll find many of these 2015 bulletins are not applicable to your vehicle. So, keep those old TDR magazines, specifically numbers, 70, 74, 78, 82, and 86, on hand if you have an older truck. As an example of how important the old data can be to you, let me give

you several of the TSB summaries for a 2010/2011/2012/2013/2014 truck that you would not know about had you not been prompted to do a review of the old 70, 74, 78, 82 and 86 magazines.

Some TSBs You May Want To Review From Issue 70: TSB 14-001-10; date 2/2/10; models: ’03-’09 DH/D1 Title: Electronic Fuel Control Actuator Available for Service/DTC 0251 Subject: Should there be a surge at idle or DTC 0251 a new actuator, part number 05183245AA has been released. From Issue 74: TSB 18-004-11; date 2/18/11; models: ’10 DJ/D2 Title: Diagnostic and System Improvements Subject: This bulletin describes a number of software improvements that are available to 2010/2011 diesel owners. TSB 19-001-11; date 8/9/11; models: 4x4 models dating back to 2003 Title: Rod Ball Stud Housing Alignment Subject: The bulletin describes the proper procedure for tie rod ball stud housings and covers 4x4 models back to 2003. From Issue 78: TSB 09-004-11; 9/2/11; models: all Cummins-powered trucks Title: Dust-out Diagnosis for Cummins Diesel Engines Subject: This nine-page information-only bulletin updates TSB 09001-10 and reemphasizes that improper air filtration and dust-out conditions are not warrantable. TSB 14-004-11; date 4/1/11; models: ’03-’09 D1/DH/DR, ’07-’10 DC Title: Heavy-Duty Filtration Parts Available Subject: The bulletin updates TSB 14-002-10 by again discussing the new FS2 fuel filter, a Mopar tank vent filter and a new air filter. This bulletin added discussion about an auxiliary fuel filter kit that could be added to the ‘03-’11 trucks. TSB 19-002-12; 7/12/12; models: ’03-’04 DR, ’05-’09 DH, ’06-’09 D1, ’07-’09 DC, ’10-’12 D2/DJ/DD Title: Steering Wheel Vibration While Driving Above 50mph Subject: Solid axle trucks (4x4 and cab and chassis trucks) can be susceptible to steering shimmy. (TDR owners call it the “death wobble.”) This bulletin gives you a long list (details in Issue 78, page 63) that the technician (and the customer) should follow when trying to pinpoint the problem. The TDR has also covered the death wobble problem and in Issue 74, pages 12-23, we presented “Steering Woes.” If you are having death wobble problems, this article is well worth your reread. Finally, there is a part not mentioned in the Ram TSB that can be added to your truck to help stabilize the front end. My guess as to why Ram didn’t mention a steering box stabilizer is that it is an aftermarket item not offered through the Mopar parts system.

TDR 90 www.turbodieselregister.com 39

TDResource . . . . Continued From Issue 82: TSB 18-001-13; date 1/5/13; models: ’12 DJ/D2 18-005-13; date 1/23/13; models: ’10 DJ/D2 18-012-13; date 3/6/13; models: ’12 DD/DP 18-013-13; date 3/14/13; models: ’11 DD/DP 18-018-13; date 8/15/13; models: ’13 DJ/D2 18-025-13; date 7/2/13; models: ’13 DD/DP 18-026-13; date 7/2/13; models: ’13 DJ/D2 18-032-13; date 8/15/13; models: ’13 DJ/D2 25-004-13; date 8/15/13; models: ’10-’12 DJ/D2 Title: Flash/Diagnostic and System Improvements

the technician through basic system checks and has the technician update the engine to the latest flash/update before proceeding with work on the engine. From Issue 86: TSB 14-001-14; date 3/14/14; models ’13-’14 DJ/D2 Title: Fuel Gelling in Cold Ambient Temperatures Subject: This bulletin applies to trucks built before 12/14/13. The proper repair procedure involves reprogramming the body control module (BCM) to address freezing in temperatures below 20°. An inoperative fuel heater was not the problem.

Subject: The following improvements/enhancements were released for the diagnostic trouble codes (DTCs) that were listed in each bulletin.

Conclusion

All of these TSBs have the same title, and from the truck models listed you can see that the Ram and Cummins folks were busy in 2013 as they sought to update the trucks’ “operating system.”

Now, my friends, I think you can clearly see that listing the TSBs issued during a one year period does not give a complete picture for a particular year model truck (read, older).

In each of the aforementioned bulletins there were anywhere from 13-25 codes listed. The flashes were done for the following reasons: • Improvements to prevent or reduce unnecessary malfunction indicator lamp (MIL) for the faults listed. • Other updates to the engine control module or drivetrain control module software. TSB 18-022-13; date 5/22/13; models: ’07-’09 DH/D1, ’07-’10 DC/ DM, ’10-’13 DJ/D2, ’11-’13 DD, ’11-’12 DP Title: Cummins 6.7-liter Turbo Diesel Common Diagnostic Process Subject: This bulletin gave the service network a common test procedure/diagnostic worksheet which established an orderly process to troubleshoot an engine problem. The worksheet takes

In order to get the information for an older truck (specifically your truck) you have two clear options, good and better: Good: Carefully read this issue’s summary pages, look at the older TDRs and our web site, and read the TSB summaries. Better: Purchase a one-day or three-day subscription to TechAuthority and search for TSBs, recalls and service data using your VIN. Let’s read more about TechAuthority and how a subscription may be worth your $35: TechAuthority — Impressive and Powerful Tool and Factory Service Manual, Too!

2016 TDR CALENDAR CONTEST PHOTOS

Craig McCormick’s entry.

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Tracy Harris’ entry.

TDResource . . . . Continued TECHAUTHORITY – IMPRESSIVE AND POWERFUL TOOL

FACTORY SERVICE MANUAL, TOO!

Earlier in the article, I mentioned that the price for a three-day subscription to TechAuthority was $35. I also mentioned that navigating the site is a bit cumbersome. However, let’s throw the price objection and my lack of patience into the wind and get to the bottom line.

More great stuff about TechAuthority: While I was at the TechAuthority web site using the VIN for my old ’07.5 Turbo Diesel truck, I noted the tab “Service Info.” I clicked onto it and I was amazed at the wealth of information that was available.

Yes!

I could look up front end alignment specifications. I could review the flywheel runout specifications. I looked up the removal of upper and lower control arms. I looked up the removal of the driveshaft center bearing. I looked up the troublesome diagnostic trouble code (DTC) P0106 that would randomly occur on the ole ’07.5

As I had done in the past, with my three-day subscription I loggedon and started this massive project with 2014/2015 VINs to pull up the TSBs that were issued this year. Great, read all about my research starting on page 42.

Then it hit me: it appears that the entire service manual for my truck was/is available for my viewing for the $35 fee. To confirm my assumption I called TechAuthority and verified that the information that I was viewing was, in fact, from the factory service manual.

However, for this year’s search at TechAuthority I had some old truck VINs to play with. Armed with a VIN from 1992, 2001, 2003, and 2007.5, I fumbled around to see if I could get all the TSBs that would apply to these older trucks.

More accolades for TechAuthority: I mentioned the P0106 code and using “Service Info,” I scrolled down to item “28 DTC Based Diagnostics,” then scrolled down to “MODULR, Engine Control (ECM) 6.7L.”

Is the TechAuthority data worth your money and the potential aggravation?

Next: Diagnostics and Testing Blind Squirrel Finds Nuts Have you heard the expression, “Every now-and-then a blind squirrel finds a nut.”? Well, this blind squirrel found an entire winter’s supply of nuts. Here is an example: Using the 1992 VIN 3B7KM23C5NM563953 (and the blind-squirrel search technique) I uncovered every TSB applicable to this vehicle. There were TSB numbers (and entire bulletins you could print). Examples: 02-02-91 Front Spring Spacer Two Wheel Drive Trucks 09-21-93 Carbon Build Up on Top of Piston 18-10-92 Erratic 3-4/4-3 Shift 23-63-94 Cowl Cracks 24-01-95 R-12 to R-134 Air Condition Adaptation Procedure RC-605-94 Safety Recall #605 Diesel Fuel Injection Pump. Folks, the above are only 8 of 84 TSBs for that good ‘ole ’92 truck. Likewise, the 2001 truck had 94 bulletins; the 2003 had 107 bulletins; the 2007.5 had 237 bulletins. Now, before you get alarmed at the 237 bulletin count for the 2007.5 truck, realize that the same bulletin would show up in two or three categories (an “18 Vehicle Performance” may also be in the Electrical or Engine section). This kind of crossover/redundancy did not occur with the same frequency in 1992, 2001, or 2003.

Next: P0106 I was amazed at the information on code P0106. There was a Theory of Operation; When Monitored; Possible Causes; and a Service Tree. Wow. The TechAuthority subscription gives you access to the Factory Service Manual.

Conclusion As I emphatically stated earlier, “Yes!” a three-day subscription to TechAuthority is well worth your money. As you’ve read, not only do you get the TSBs, but you have access to the factory service manual, too. Now, if I only had a new toner cartridge for my printer. While I’m out at the office supply store I should also pick up another ream of copy paper. Copy and print all you wish. (You’ve got three days access to get it done.)

As I emphatically stated earlier, “Yes!” a three-day subscription to TechAuthority is well worth your money.

TDR 90 www.turbodieselregister.com 41

TDResource . . . . Continued TSBs FOR 2015 Okay, with all of the background information and previous reference locations duly noted, let’s get on with the TSBs for 2015. Using the model codes listed on page 38 (the DS, DJ, D2, DD, DP designations), note the year model and the directions from Chrysler for the proper repair of a problem. Before I start the summary, there were several TSBs from 2014 that I missed or that were issued in 2014 after the magazine was printed. You can easily spot these bulletins, as the bulletin number will have a xx-xx-14 and the release date below it clearly shows 2014 as the year. Here goes, the TDRs technical service bulletin survey for year-to-date 2015.

CATEGORY 2

FRONT SUSPENSION

TSB#

MODEL

SUBJECT/DESCRIPTION

02-001-15 1/10/15

All

Shock Strut Weeping Condition Identification The customer may describe fluid residue on the external surface of the strut or shock absorber. This information-only bulletin helps the dealer correctly diagnose strut or shock absorber conditions involving fluid residue on the external surface.

02-002-15 1/27/15

All

Steering Wheel Not Centered The customer may describe that the steering wheel is off center. This information-only bulletin describes the technique to properly diagnose and correct an off center steering wheel.

02-003-15 1/27/15

All

Vehicle Pulls or Leads Right or Left The customer may describe the vehicle pulls or leads right or left. This information-only bulletin describes the technique to properly diagnose and correct a lead/pull condition.

CATEGORY 8

ELECTRICAL

TSB#

MODEL

SUBJECT/DESCRIPTION

08-072-14 9/18/14

’13-’14 DS

Intermittently the Vehicle Will Not Shift Out of Park This bulletin applies to vehicles built on or before June 13, 2014 equipped with an 8-speed automatic transmission (sales code DFD/8HP70). The customer may experience not being able to shift out of park. This condition can be corrected by turning off the vehicle and allowing all of the modules to go to sleep. Once the modules have gone through a key cycle, the DTC will go from active to stored and then the vehicle can be shifted out of park. On further inspection, diagnostic trouble codes P0607 and P0928 may be found active or stored. The repair procedure involves replacing the electronic shifter module.

08-081-14 9/13/14

’13-’15 DS

Diagnostic Trouble Code U11E9 After Fascia Removal This bulletin applies to vehicles equipped with Active Grille Shutters (sales code MDX). The customer may describe that the malfunction indicator lamp (MIL) is illuminated after the vehicle is serviced. The technician may find diagnostic trouble code U11E9 is either active or stored. This bulletin involves confirming that the Active Grille Shutter (AGS) electrical harness connector is properly connected.

08-091-14 10/24/14

All

Exterior Lamp Condensation and Fogging Some customers may report that on occasion, vehicle exterior lamp assemblies are fogged with a light layer of condensation on the inside of the lenses. This may be reported after the lamps have been turned on and brought up to operating temperature, turned off, and then rapidly cooled by cold water (such as rain, or the water from a car wash). Lens fogging can also occur under certain atmospheric conditions after a vehicle has been parked outside overnight (i.e., a warm humid day followed by clear cool night). This will usually clear as atmospheric conditions change to allow the condensation to change back into a vapor. Turning the lamps on will usually accelerate this process.

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TDResource . . . . Continued

CATEGORY 8 TSB#

MODEL

ELECTRICAL...continued SUBJECT/DESCRIPTION A lamp that exhibits condensation/fogging should be evaluated in a service bay environment by first drying all water from the outside surface of the lens and operating the lamp for 20 minutes. If the condensation/fogging has begun to clear from the lamp lens after 20 minutes with the lamps operating, this indicates the lamp sealing has not been breached, and the lamp does not need to be replaced. This bulletin gives the dealer the written guidelines for lens replacement.

08-016-15 Rev A 6/23/15

’13-’14 DS/DJ/ D2/DD/DP

Poor Radio Reception This bulletin applies to vehicles equipped with Connected Vehicle (sales code RS7) and Sirius XM Satellite Radio (sales code RSD). DS vehicles built on or before October 31, 2013. DJ/DD/ DP/D2 vehicles built on or before October 17, 2013. The bulletin involves replacing the satellite antenna if needed.

08-072-15 7/16/15

’13-’14 DS/DX/ DD/DJ/DP/D2

RA3 RA4 Radio Enhancements This bulletin supersedes service bulletin 08-036-14 REV A dated July 31, 2014. This bulletin involves inspecting and updating the radio software. The bulletin applies to vehicles equipped with one of the following radios: Uconnect 8.4A sales code RA3, Uconnect 8.4AN sales code RA4. A customer may experience one or more of the following conditions. • Improved radio security protection to reduce the potential risk of unauthorized and unlawful access to vehicle systems (US market only). • Track names may be displayed twice in USB or SD media modes. • SD, USB or BTSA modes may become non-functional for a given ignition cycle. • Duplicate song titles may be displayed in USB mode. • Last track is displayed but next track is being played. • Navigation function may reset itself after using One-Shot Voice Recognition (VR). • Intermittently the Global Positioning System (GPS) may lose its location for a short time and cause routing and positioning concerns. • GPS and internal cellular device may become inoperative and cause a loss of GPS and cellular functions. • A false pop-up message may appear “Vehicle Phone Requires Service” even though the vehicle’s phone works properly. • Back-up camera image may be unclear or jittery/stutter at times. • Enables via mobile software features when released to consumers. (US market only) • Able to adjust audio balance/fade settings during a VR session. • Correct condition where user could not exit screen off mode. • Mute button status was not being displayed correctly. • Presets where not shown correctly or were deleted. • Enhancements to POI. • ParkSense tone continuously on. • Enhancement to navigation routing. • Radio display may show “Please insert USB Stick.” • Enhancement made when video is display in radio when using PAL format video disks. • Corrected the temperature slider bar not updating on Manual Temperature Control vehicles. • Navigation may not start or may lose position. • Rear camera may show a black screen for 3 seconds upon going into reverse. • Enhancements for iPod or iPhone devices that may not start playing after connecting. Continued on next page.

TDR 90 www.turbodieselregister.com 43

TDResource . . . . Continued

CATEGORY 8 TSB#

MODEL

ELECTRICAL...continued SUBJECT/DESCRIPTION Continued from previous page... • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

iPod would not resume playing after a VR session or phone call. Radio reset, screen lockup, blank screen or sluggish system response time. Compass indicator turns off. Touch screen shut down message. Radio surround sound will not stay ON. Driver memory feature causes Sirius XM failure. Loss of radio presets. Battery drain – due to radio remaining on. Uconnect apps don’t load. AM/FM popping noises and/or static. Backup camera display is blank. Compass direction may be incorrect. Vehicle’s icon changes on the navigation map. Loss of vehicle position on NAV map. “Vehicle Phone Requires Service” message appears on 8.4” screen. NAV turn-by-turn enhancements. NAV map guidance enhancements. NAV text overlaps in detour menu. NAV map, vehicle location enhancements in areas with low GPS signals. Navigation shows vehicle in San Antonio, TX. Screen only displays startup Logo. Screen half black half white after update. Radio locked up after attempting to update with a corrupted or incorrect USB flash drive. Phone/Navigation Overlay Screen Freeze (WK only). Heated seat controls through radio do not function/display correctly during startup. Speed controlled volume not functioning correctly. Steering wheel control operation corrected at startup. Tuner mutes on startup. HD now defaults to ‘OFF’ for reduced complaints about ‘channel switching’. “LO” temps displayed upon each vehicle start. HMI lock up in SXM mode after ignition cycle. Voice Recognition (VR) enhancements. Point of interest screen locks up. Error message when plugging in iPod. Balance/fade setting changes after ignition cycle. Clock enhancements. Phone book enhancements. Rear climate control display frozen. Translation enhancements. Erratic pop ups in HMI. Added Teleprompter. Blue tooth, phone, iPod, auto streaming, connecting/disconnecting enhancements.

• Phone quality and paring enhancements. • Audio control locked after using VR feature. • Travelling enhancements. The repair procedure involves updating the radio to software version 15.26.1

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TDResource . . . . Continued

CATEGORY 9

ENGINE

TSB#

MODEL

SUBJECT/DESCRIPTION

08-097-14 11/13/14

’13-’14 DS/DJ/ D2/DP

Mirror Tilt in Reverse Feature is Not Functioning Correctly

09-006-15 7/18/15

’14 DS

Intermittent Engine Shudder While Driving This bulletin applies to vehicles equipped with the 3.0-liter Turbo Diesel. Customers may experience a slight engine shudder while driving. They may state that the condition feels and sounds like driving over rumble strips. It may also be perceived as an internal transmission issue or engine misfire. No diagnostic trouble codes will set as a result of this condition.

This bulletin applies to vehicles equipped with Exterior Mirrors W/Memory (sales code LEM). The customer may describe one mirror tilting in reverse and the other mirror not tilting and/or the customer may describe not being able to turn the tilt in reverse feature on/off. This bulletin involves reprogramming the truck’s body control module for proper mirror tilt in reverse operation.

The cause of the engine shudder has been found to be due to excess carbon build-up on the exhaust valve stems and will typically happen on vehicles driven mostly in light load conditions. As a result, new cylinder heads have been released that are equipped with newly designed valve stem seals These newly designed seals are designed to help prevent excessive carbon from building up on the valve stems. Although it may be hard to reproduce, engine shudder resulting from these excess carbon deposits, will typically only happen under the following driving conditions. • Steady speeds between 50 and 70mph (80 and 113kph). • Engine speed between 1600-2000rpm. • Present during engine warm up to operating temperature after a cold soak. • Only present for a few seconds at a time and often during a 6.-7 upshift. • Light load acceleration or while driving up a slight grade. • Symptom will go away either by aggressively applying the accelerator pedal or going into a zero throttle deceleration. The bulletin gives the repair procedure for replacing the cylinder heads.

CATEGORY 18 VEHICLE PERFORMANCE TSB#

MODEL

SUBJECT/DESCRIPTION

Editor’s comment: Oops, here is one that I missed from March of 2014. While it looks like a big deal, it is really nothing more than a checklist to do before the technician starts working on your Cummins Turbo Diesel engine.

18-016-14 3/12/14

’07-’10 DC ’11-’12 DD ’07-’09 DH ’10-’12 DJ ’11-’12 DP ’07-’10 DM ’07-’09 D1 ’10-’12 D2

Cummins 6.7-liter Turbo Diesel Common Diagnostic Process This bulletin applies to vehicles equipped with the 6.7-liter Cummins Turbo Diesel engine (equipped with a diesel particulate filter). This diagnostic process was developed for any drivability concern with the 6.7-liter engine. The process begins by identifying the customer’s concern and applying it to one of the following symptoms: • MIL illumination • Engine cranks but does not start or starts and immediately stalls • Engine surges, bucks, runs tough – no MIL • Engine noise – no MIL • Excessive black smoke out exhaust – no MIL • Excessive white smoke out exhaust – no MIL • Excessive blue smoke out exhaust – no MIL In each case, the test procedure will request that a 6.7-liter Diesel Diagnostic Worksheet be completed before proceeding. Once the data has been collected and analyzed, then the diagnostic process can continue. The process starts with the diagnostic worksheet. It continues with an inspection of the truck’s fuel system and repair validation of the aftertreatment components. The technician continues the repair process using the appropriate prompts from TechCONNECT troubleshooting process.

TDR 90 www.turbodieselregister.com 45

TDResource . . . . Continued

CATEGORY 18 VEHICLE PERFORMANCE...continued TSB#

MODEL

SUBJECT/DESCRIPTION

18-045-14 11/21/14

’14 DS

Diagnostic Trouble Code P20EE: SCR NOX Catalyst Efficiency Below Threshold Bank 1 This bulletin applies to vehicles equipped with a 3.0-liter diesel engine ( sales code EXF) This bulletin involves verifying the proper operation of the diesel exhaust fluid (DEF) system and, if necessary, replacing the selective catalyst reduction (SCR) Catalyst assembly.

18-021-15 REV C 6/10/15

’14 DS

3.0-liter Powertrain Diagnostic And System Enhancements This bulletin applies to vehicles equipped with a 3.0-liter diesel engine (sales code EXF). Customers may experience an intermittent engine shudder or vibration which may not set a diagnostic trouble code. In addition, other customers may experience a malfunction indicator lamp illumination upon which the technician may find one or more of the following DTCs have been set: P20C2-00 - Reductant Heater 3 Control Circuit Performance P204F-00 - Reductant System Performance P20E9-00 - Reductant Pressure Too High P249C-00 - Excessive Time To Enter Closed Loop Reductant Injection Timing Control P1288-00 - NOX Sensor 1/2 Zero Offset Too High P2002-00 - Diesel Particulate Filter Regeneration Frequency P2299-00 - Brake Pedal Position/Accelerator Pedal Position Incompatible P241D-00 - SCR Inducement – Forced Engine Shutdown P016A-00 - Excessive Time To Enter Closed Loop Air/Fuel Ratio Control P2459-00 - Diesel Particulate Filter Regeneration Frequency P0133-00 - O2 Sensor 1/1 Slow Response P2084-00 - Exhaust Gas temperature Sensor Circuit Performance – (1/2) P0171-00 - Fuel System 1/1 Lean P0426-00 - Catalyst Temperature Sensor Circuit Performance (1/1) P0045-00 - Turbocharger Boost Control Circuit/Open P0087-00 - Fuel Rail Pressure Too Low P009A-00 - Intake Air Temperature/Ambient Air Temperature Correlation. P0128-00 - Thermostat Rationality P0234-00 - Turbocharger Overboost Condition P0420-00 - Catalyst Efficiency (Bank 1) P05F8-00 - Reductant Heater Control Module Performance P050E-00 - Cold Start Engine Exhaust Temperature Too Low P200A-00 - Intake Manifold Runner Performance – (Bank 1) P200B-00 - Intake Manifold Runner Performance – (Bank 2) P202E-00 - Reductant Injection Valve Circuit Performance P2080-00 - Exhaust Gas Temperature Sensor Circuit Performance P20BA-00 - Reductant Heater 1 Control Circuit Performance P20BE-00 - Reductant Injection Valve Circuit Performance P20C2-00 - Reductant Heater 3 Control Circuit Performance P225C-00 - NOX Sensor 1/1 Performance – Signal Stuck High P225C-00 - NOX Sensor 1/1 Performance – Signal Stuck Low P2453-00 - Diesel Particulate Filter Differential Pressure Sensor Circuit Performance Continued on next page...

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TDResource . . . . Continued

CATEGORY 18 VEHICLE PERFORMANCE...continued TSB#

MODEL

SUBJECT/DESCRIPTION Continued from previous page... P24C2-00 - Exhaust Gas Temperature Measurement System – Multiple Sensor Correlation (Bank1) P24F2-00 - EGR Temperature/Charge Air Cooler Temperature Correlation P2564-00 - Turbocharger Position Sensor Circuit Low P2565-00 - Turbocharger Position Sensor Circuit High U029D-00 - Lost Communication With NOX Sensor Module “A” U029E-00 - Lost Communication With NOX Sensor Module “B” The following powertrain system improvements/enhancements are also included in this software release • Enhancements to improve A/C compressor relay duty cycle operation to prevent ignition off battery draw. • Powertrain system improvements to enable EGR cleaning routing. This bulletin involves reprogramming the powertrain control module with the latest available software. It also involves replacement of the oxygen (O2) sensor and cleaning or replacement of the exhaust gas temperature (EGR) sensor, if necessary, depending on diagnostic trouble codes that may have set.

TDR 90 www.turbodieselregister.com 47

TDResource . . . . Continued

CATEGORY 18 VEHICLE PERFORMANCE...continued TSB#

MODEL

SUBJECT/DESCRIPTION

18-057-15 7/25/15

’13 DJ/D2

Flash: 6.7-liter Diagnostic and system Improvements Several software improvements are available for the following conditions: The following DTC has been changed from a two trip fault to one trip fault: U1A24 - Lost Communication with Ammonia Sensor. These faults have been changed from a one trip fault to a two trip fault: U110E - Lost Ambient Temperature Message P0201-P0206 - Fuel Injector X Circuit/Open P049D - EGR Control Position Exceeding Learning Limit P0711 - Transmission Temperature Sensor Performance P0712 - Transmission Temperature Sensor Low P0713 - Transmission Temperature Sensor High P0714 - Transmission Temperature Sensor Intermittent P0740 - TCC Out of Range P0869 - Line Pressure High P0933 - Hydraulic Pressure Sensor Range/Performance P0934 - Line Pressure Sensor Circuit Low P0935 - Line Pressure Sensor Circuit High P1775 - Solenoid Switch Valve Latched in TCC Position P1776 - Solenoid Switch Valve Latched in LR Position U0100 - Lost Communication with ECM/PCM U0002 - CAN C Bus Off Performance – Bus Off U110E - Lost Ambient Temperature Message Improvements to prevent or reduce malfunction indicator lamp (MIL) illumination when no defect is present for: P2281 - Air Leak Between MAF and Throttle Body U3017 - Control Module Timer/Clock Performance P1477 - Dual Snorkle Calibration Change to Voltage Limit P20EE - SCR NOX Catalyst Efficiency Below Threshold – Bank 1 P20E8 - (Diesel Exhaust Fluid) Reductant Pressure Too Low U3017 - Control Module Timer/Clock Performance P026B - Injection Timing Performance P0128 - Thermostat Rationality. In cold ambient temperature. P0087 - Fuel Rail Pressure Too Low U1421 - Implausible ignition Key Off Time Received P026A - Charge Air Cooler efficiency Below Threshold P04DB - Crankcase Ventilation System Disconnected. P0544 - Exhaust Gas Temperature Sensor Circuit – Band1 Sensor 1 P0562 - Battery Voltage Low P0604 - Internal Control Module RAM Error P1451 - Diesel Particulate Filter System Performance P20EE - SCR NOX Catalyst Efficiency Below Threshold – Bank 1 P202E - Diesel Exhaust Fluid (DEF) Reductant Injector Performance P2201 - Aftertreatment NOX Sensor Circuit Performance – Bank 1 Sensor 1 P2281 - Air Leak Between MAF and Throttle Body P24A5 - EGR Cooler Bypass Bank 1 Control Stuck P2459 - Diesel Particulate Filter Regeneration Too Frequent P249E - Closed Loop SCR Reductant Injection Control At Limit – Flow Too High Continued on next page...

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TDResource . . . . Continued

CATEGORY 18 VEHICLE PERFORMANCE...continued TSB#

MODEL

SUBJECT/DESCRIPTION Continued from previous page... Other updates also included: • Transmission Updates • Alternator Dropout Threshold Set to 500RPM • Warm Up Combustion Stability Improvement • Urea Dosing During Stationary Regen • Dual Snorkle Calibrate Mode • Various Urea system calibration changes and cold weather system improvements and dosing heater thaw times • Various additional WiTECH data and system test additions or improvements • 68RFE Transmission shift quality improvements • Cruise control system improvements • System enhancements to starter lockout feature • Erroneous “Service Exhaust System – see dealer” message setting with the ignition in the “Run” position, engine not running • I/M OBD II readiness – DTC P2002 improvements help Particulate Matter (PM) filter monitor group to be set to ready more often • Add engine run time to fuel filter minder • Remove MIL for DTC; P1C70 – SCR Error Detected – Engine Disabled • Frozen CAC Diagnostic Improvement • WiTECH – Reset fix (PTO request on Pickup) • WiTECH – Road governor speed upper limit adjustment • ACR Performance test fix • DEF Refill detection calibration change • Grid heater inhibit correction • P0544 – Exhaust Gas Temperature Sensor Circuit – Bank 1 Sensor 1 – Does not clear correctly • Fuel filter minder distance trigger correction • Fuel system test improvements • Exhaust brake switch improvement • Cold idle stability improvement • Add ability to reset soot load after DPF replacement • Correct condition – Cruise control does not cancel at key off. The repair involves erasing and reprogramming the powertrain control module with the latest software revision. 2016 TDR CALENDAR CONTEST PHOTOS

Ray Skorski’s entry.

Tim Stark’s entry.

TDR 90 www.turbodieselregister.com 49

TDResource . . . . Continued

CATEGORY 21 TRANSMISSION AND TRANSFER CASE TSB#

MODEL

SUBJECT/DESCRIPTION

21-012-14 REV B 9/26/14

’13-’15 DS

8 Speed Transmission Shift Adaptation, Drive Learn Procedure This bulletin applies to vehicles equipped with the 8HP70 (sales code DFK) 8-speed automatic transmission. Customers may indicate that the transmission shift quality does not meet their expectations. The 8HP70 8-speed automatic transmission uses a sophisticated shift algorithm that includes learned information so that the shift quality remains excellent even as the transmission wears. This learned information is recorded. Each applied clutch records the amount of time it takes to fill the clutch (fast filling counter/filling time) and the amount of pressure (filling counter/filling pressure). This bulletin involves performing a transmission adaptation learn procedure based on a subjective shift quality rating evaluation.

21-013-15 3/3/15

’13-’14 D2/DD/DP

Flash: AS69RC Transmission Shift and Diagnostic Enhancements Customers may experience one or more of the following conditions. • Less than desired towing performance while using cruise control. • Harsh engagement while shifting from neutral to drive, neutral to reverse, or park to reverse with vehicle still in motion (rolling garage shift). • Transmission Oil Temperature light illumination during high engine and tow loads. • Engine flare during 2-1 tip in downshift. • Less than desired shift quality during 6-5, 5-4 coasting downshifts. • Delayed downshifts in Tow/Haul mode while driving down grades. • Less than desired transmission shift performance when transitioning from low traction surface to high traction surfaces (i.e. ice covered road to clear pavement). • Harsh 2-1 downshift. • Less than desired shift points during light pedal and Wide Open Throttle (WOT) • Delayed engagement when shifting from neutral to drive, neutral to reverse, or park to reverse (garage shifts). • Audible squawk noise on 4-3 downshift. • Poor vehicle acceleration in first gear with vehicle fully loaded. • Malfunction Indicator Lamp (MIL) illumination with no defect found for Diagnostic Trouble Code (DTC) Ps53 – PTO Sense Circuit High. The repair procedure involves reflashing the transmission control module with the latest software calibration.

2016 TDR CALENDAR CONTEST PHOTOS

Clay and Jeff Plausma’s entry.

50 www.turbodieselregister.com TDR 90

Steven Wheeler’s entry.

TDResource . . . . Continued

CATEGORY 25 EMISSIONS CONTROL TSB#

MODEL

SUBJECT/DESCRIPTION

25-003-14 9/6/14

’13-’15 DJ/D2/ DD/DP

Information: P207F P1c70 and SCR Inducement Strategy A vehicle may come in with a malfunction indicator lamp (MIL) illuminated. Upon inspection, the technician may find the following diagnostic trouble codes (DTCs) set in the powertrain control module (PCM). P207F – Reductant Quality Performance P1C70 – SCR Error Detected – Engine Disabled These codes are set when the system detects inadequate DEF quality due to diluted, degraded, or contaminated fluid. As a result, the system will enter what is commonly called “Inducement Strategy.” This is indicated by a message “5 MPH Max Speed in XXX miles, Service DEF System, See Dealer” which will incrementally count down. Once the mileage countdown has expired, the EVIC will display “5MPH Max Speed on Restart, Long Idle, or Refuel, Service DEF See Dealer” followed by “5 MPH Max Speed, Service DEF System, See Dealer.” In order to repair the vehicle, normal diagnostics should be performed for the DTC P207F and the root cause of the inadequate DEF quality corrected per published service information. However, once repaired and the codes have been cleared, the technician may find that DTC P1C70 will remain set and the EVIC message still displayed. To properly clear out the inducement message and reset the system, the PCM should be flashed, using WiTECH, with the current most up to date calibration.

25-005-14 9/19/14

’13-’14 D2/DJ ’11-’14 DD/DP

Diesel Exhaust Fluid This information-only bulletin provides information regarding the diesel exhaust fluid (DEF) vehicle new-in-service delivery fill guidelines. Do not prematurely fill the DEF tank. DEF has a limited shelf life based on ambient temperatures and exposure to sunlight. Vehicles that are exposed to high temperatures for lengths of time may have their DEF urea concentration degrade to the point that the DEF will become less effective at reducing NOx levels in the SCR catalyst. If this occurs, the engine control system may illuminate the malfunction indicator lamp (MIL) and set related diagnostic trouble codes (DTC). The following chart provides the approximate shelf life of DEF versus temperature. 50°F

36 months

77°F

18 months

86°F

12 months

95°F

6 months

104°F

2 months

Further notes about DEF and Ram trucks: The DEF tank has been designed with an air space that accommodates the expansion of DEF. Never “top-off” the DEF tank after a normal fill, as that will allow DEF to fill the expansion space, which can cause damage to the tank. DEF is subject to freezing at the lowest temperatures. For example, DEF may freeze at temperatures at or below 12°F. The system has been designed to operate in this environment. Containers, pumps or plumbing containing iron, non-stainless steel, aluminum or brass will rapidly corrode if used to store or transfer DEF. This corrosion can result in plugging of the onboard DEF filter, or other emission system damage. DEF can crystallize when exposed to air. However, the crystals should re-dissolve when reintroduced to fresh DEF. Crystallization may be noticed around the DEF filler opening and is normal.

TDR 90 www.turbodieselregister.com 51

TDResource . . . . Continued RECALLS ISSUED IN 2015 SAFETY RECALL N49/NHTSA 13V-529 LEFT OUTER TIE ROD ASSEMBLY Date: January 2014 Models/Production: ’08 (DH) 1500 series 4x4 Mega Cab ’08-’09 (DH) 2500/3500 series 4x4 ’08-’09 (D1) 3500 series 4x4 ’10-’12 (D2) 3500 series 4x4 ’10-’12 (DJ) 2500 series 4x4 ’08-’10 (DC) 3500 Cab Chassis ’11-’12 (DD) 3500 Cab Chassis This recall applies only to the above vehicles built between February 14, 2008, and December 22, 2012. Subject: The left tie rod ball stud on about 264,000 of the above vehicles may fracture under certain driving conditions. This could cause a loss of directional control and/or a crash without warning. Repair: The steering linkage assembly must be inspected and replaced if required.

CUSTOMER SATISFACTION NOTIFICATION P26 REPROGRAM ANTILOCK BRAKE SYSTEM MODULE Date: November 2014 Models/Production: ’13-’14 (DS) 3500 series ’13-’14 (DD) 3500 series ’13-’14 (DJ) 2500 series ’13-’14 (DP) 4500/5500 series This notification applies only to the above vehicles built from June 25, 2012, through April 23, 2014. Subject: The antilock brake system (ABS) module on about 176,500 of the above vehicles may contain software that causes an intermittent loss of the speedometer, electronic stability control (SC) and/or antilock brake system (ABS).

SAFETY RECAL P65/NHTSA 14V-635 DIESEL FUEL HEATER ELECTRICAL CONNECTOR Date: June 2015 Models/Production: ’10 (DC) 3500 Cab Chassis ’10 (DM) 4500/5500 Cab Chassis ’10-’14 (DJ) 2500 Pickup Truck ’10-’14 (D2) 3500 Pickup Truck ’11-’14 (DD) 3500 Cab Chassis ’11-’14 (DP) 4500/5500 Cab Chassis This recall applies only to the above vehicles built through 9/5/13. Subject: The diesel fuel heater electrical connector on about 314,000 of the above vehicles may overheat and cause a fuel leak. The diesel fuel heater housing at the fuel heater electrical connector may overheat, leading to the failure of the O-rings that seal the male electrical terminals in the diesel fuel filter/heater assembly. A leaking diesel fuel filter/heater could cause underhood smoke and/or an engine compartment fire. Repair: The diesel fuel filter/heater and wire harness electrical connector on 2010 models must be inspected and replaced if required. The diesel fuel heater wire harness electrical connector must be replaced on all 2011 through 2014 model year vehicles and the diesel fuel filter/heater housing must be inspected for fuel leaks. If a fuel leak is found, the diesel fuel filter/heater assembly must be replaced. EMISSIONS RECALL R04 EXHAUST HIGH FREQUENCY DECOUPLER Date: June 2015 Models/Production: ’14-’15 DS 1500 series 4x2 truck This recall applies only to the above vehicles built through 12/22/14. Subject: The exhaust high frequency decoupler (HFD) on about 2,400 of the above vehicles, located between the turbocharger and the diesel particulate filter/converter assembly, may fracture due to fatigue and cause an exhaust leak. Repair: The exhaust down pipe with the high frequency decoupler must be replaced.

Repair: The ABS module must be reprogrammed with new software. SAFETY RECALL R40/NHTSA 15V-461 RADIO SECURITY VULNERABILITY EMISSIONS RECALL P35 DIESEL PARTICULATE FILTER WIRING Date: January 2015 Models/Production: ’13 (DJ) 2500 series ’13 (D2) 3500 series Subject: The diesel particulate filter (DPF) temperature sensor electrical connectors on about 28,000 of the above vehicles may have been connected to the incorrect body wiring harness electrical connectors. This can cause tailpipe emissions of oxides of nitrogen (NOx) to exceed the Federal and California emissions standard. Repair: The DPF temperature sensor electrical connectors must be connected to the correct body wire harness connectors.

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Date: July 2015 Models/Production: ’13-’15 DS/DD/DJ/DP/D2 pickups This recall applies only to the above vehicles equipped with a Uconnect 8.4” screen radio (sales code RA3 or RA4) built through 7/23/15. Subject: The radios on about 1,410,000 of the above vehicles have certain software security vulnerabilities which could allow unauthorized third-party access to some networked vehicle control system. Exploitation of the software security vulnerabilities could lead to exposing the driver, the vehicle occupants or any other individual or vehicle with proximity to the affected vehicle to a potential risk of injury. Repair: The radio software must be updated to remove the security vulnerability condition.

TDResource . . . . Continued DID YOU KNOW? Did you know that I am determined to get you to try a TechAuthority subscription?

I only make mention of these bulletins to reemphasize the huge amount of data that TechAuthority can provide you based on your truck’s VIN. As mentioned, these oldies do not show up in this issue’s calendar-year-only review, but are there for your review should you do a search using your VIN.

Earlier in this column I have presented both the “pro” and the “con” arguments. In this final segment I will give you several more reasons that, should you need the TechAuthority resource, you’ll feel good about the $35 investment for the three-day access.

Also, as mentioned, you can click on to the factory service manual and, should you have the time and patience, download and print the entire book.

Here are some examples:

Robert Patton TDR Staff

For the Third Generation, 2003-2004 owner: There is TSB 03003-04; Subject – Launch shudder. The bulletin tells the dealer/ owner how to adjust the working angle of the propeller shaft. Third Generation, ’03-’07 owner: There is TSB 22-005-06; Subject – Front end shimmy on 4x4 vehicles. The bulletin discusses proper tire pressure, replacement of tie rod ends and the replacement of a steering damper. Third Generation, ’03-’05 owner: There is TSB 18-022-07; Subject – 5.9 Diesel engine enhancements. The bulletin discusses a flash to the engine control module to address cooling system problems (temperatures for fan engagement) and waterin-fuel concerns. Third/Fourth Generation, ’03-’09 owner: There is TSB 14-001-10; Subject – New fuel control actuator (FCA) released to the service network. The bulletin discusses a part number supersession to correct DTC P0251.

Postscript – Unusual Billing Address As credit card charges cycle through, I received my September billing statement. Checking the line items, I wondered “What the heck is ‘SOI* SBS KENOSHA 800-892-9650 WI’ for $35?” Research on the internet didn’t instantly reveal anything to trigger my memory of the TechAuthority purchase. To no avail, I called the 800# that was given only to hear a recorded message about “VW/Audi Tools and Equipment.” Later one of the internet research clues mentioned that SOI* SBS did billing for VW Service books. That’s when it hit me, TechAuthority has a funky, third-party billing system. Did I mention that TechAuthority was difficult to use? Robert Patton TDR Staff

Did I mention that TechAuthority was difficult to use?

2016 TDR CALENDAR CONTEST PHOTOS

Gary Baxley’s entry.

Mike Cunningham’s entry.

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A Product, Event or Article Review

THE TWILIGHT ZONE: THE FIVE P’S [Your Personal Prius Pod Painted Pink (or Purple)] by Robert Patton Doing a quick Google search reveals the opening lines to the “Twilight Zone”: You are traveling through another dimension, a dimension not only of sight and sound but of mind. A journey into a wondrous land whose boundaries are that of the imagination. Your next step, the Twilight Zone! Actually, your next step could be through your garage door and into your new Personal Prius Pod Painted Pink (or Purple). Cue-up the “Twilight Zone” music. The place is here. The time is now.

Is the preceding a little far fetched? Was Orwell’s Nineteen EightyFour, published in 1949, a little farfetched at the time? I digress. (However, look up at the cameras at a crowded intersection in Metropolitan USA and you’ll literally see that this part of Orwell’s book was on-the-money.) Shall we do a google search on The Terminator movie (coincidentally released in 1984) and discuss some science fiction? Again, I digress. However, there is a method to the Twilight Zone introduction and mini-digression. In the last issue of the TDR, we had some fun talking about the autonomous car. As I travel to-and-fro and witness stupid stuff, and/or sit in congested traffic, the thought of autonomous travel has its merits. Thus, I present to you a collection of brief articles, quotes and headlines to give you the data that supports my thesis that the technology for the Personal Prius Pod Painted Purple (or Pink) is here and now.

Imagine, if you will, you sit down at your computer to order your personal pod. You click the personal pod website and you have a three-dimensional visit with the person who is in charge of your personal pod. Your creative design is discussed and you shape your personal pod with the help of scale models and three-dimensional shaping of plastic resin.

First up were the comments in last issue’s TDR magazine. Guest writer Vince Tidwell and everyone’s favorite, Kevin Cameron, shared their opinions and insight. Collectively there was no conclusion as to how this autonomous thing would play out. Cameron’s final comment, “This is all giving me a headache, so I’d better stop here,” was a consensus that I shared. Those fitting words ended TDR #89.

You like the design. It fits into the accepted governmental safety and dimensional mold.

Bottom Line (Your Point is…)

You hit “print” and your small scale Personal Prius Pod Painted Purple is presented to you at your printer’s three-dimensional portal. You choose a powertrain. You present it for approval. You receive approval. You submit your payment. Two weeks later your Personal Prius Pod Painted in Purple is delivered at your place of residence.

I continue to be intrigued by the autonomous car topic. Turn to our “BITW” column (page 30-33) and you can read excerpts from articles about FCA’s Sergio Marchionne and how he sees big changes ahead for all of the automotive industry. In the meantime I’m going to cut-to-the-chase with some quotes from Car and Driver magazine taken from an interview with the National Highway Traffic Safety Administration’s leader Mark Roseking. The following come from C&D, September 2015, page 22:

Wow, two weeks. Your next step is into your garage to admire that new personal pod.

Two weeks later your Personal Prius Pod Painted in Purple is delivered at your place of residence.

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In the meantime I’m going to cut-to-the-chase with some quotes from Car and Driver magazine

TDReview . . . . Continued “C/D: Autonomous technology is looming on the horizon. Are the carmakers outpacing regulation here? “MR: Car technology is going to keep pushing forward no matter what. NHTSA’s role is to make sure it’s safe. “C/D: Do you see a future in which we are no longer driving? “MR: I come from NASA and worked at the NTSB, and my background is in human factors, so I frequently raise aviation examples. They used to have a pilot and a co-pilot, and it used to be “pilot flying” and “pilot not flying.” Do you know what they say now? “Pilot monitoring.” That’s the co-pilot. We’ve already seen this, it’s already happening in aviation, which is the safest mode of transportation right now. So you can look in the crystal ball and know what’s going to happen. When you look at how automation has taken over the cockpit of airplanes—it’s been 30 years now—what’s interesting is the last few crashes we’ve seen have all been about the technology in the cockpit. Pilots didn’t know what the computer was doing, and they weren’t monitoring what was going on. The worst thing you can hear from a pilot is, “What’s it doing now?” I don’t care what is said about when these cars are going to be on the road; we know any new technology can take 20 to 30 years to fully come into the automotive fleet. Humans are going to go from having primary responsibility, from operating, to monitoring. But we already know what’s involved there from aviation; we already know what the risks are. Driver education and human behavior and responsibility are not going to go away, even when we get self-driving vehicles.” Got it. Bob Lutz's Opinion More to the chase: let’s read the opinion of another industry expert, former GM, Chrysler, BMW and Ford executive Bob Lutz. Lutz was interviewed by Automotive News and the article was printed in their August 3 magazine. Titled, “In Lutz’s Crystal Ball, Apple, Google May Win,” excerpts from the interview follow: “Bob Lutz, 83, has been around longer than most in the auto industry. Lutz offered his vision of personal mobility in the future. He didn’t say when it would happen, but he was fairly explicit about what it would look like. “‘The end state is going to be the fully autonomous, fully electric module with no capability for the driver to steer it or exercise any sort of command. You will call it up, it will arrive at the domicile, you’ll get in, input the destination and go to the freeway. “‘On the freeway, it will merge seamlessly into a stream of other standardized modules that are traveling at 120, 150 miles an hour. It doesn’t matter. You have a blending of rail-type transportation with individual transportation. “‘Then, as you approach your exit, your module will split off and go into deceleration lanes, take the exit, [and] go to your final destination. You will be billed for the transportation. You key in your credit card number or your thumbprint or whatever it will be then. The module takes off and goes to its collection point, ready for the next person to call it up.

“‘What we’re seeing now are various transitional elements—shared cars, Uber, all of these things. It’s on-demand transportation without the need for actually owning a car. “‘You could look at Uber as an intermediate stage, a stepping stone on the way to fully autonomous. They basically serve the same purpose as autonomous cars, except there’s a driver and in most cases, there’s an internal combustion engine. “‘The [next stage] will be autonomous driving on the freeway, which is pretty much feasible now. That doesn’t solve the problem of getting off the freeway and going to the final destination, which is still going to be hands-on-the-wheel. “‘If we look at the end point of these standardized modules… [they] have to be the same length, the same width, the same shape and so forth. You think, how is the automobile industry going to supply that nondifferentiated demand? “‘That is a scary proposition. That’s where you have to worry about people like Apple and Google, because 90 percent of the content of the vehicle is going to be in the electronic systems and the connectivity and, of course, the battery. The module itself is going to be relatively trivial.” Chris Theodore's Opinion Next up, here is the opinion of Chris Theodore, former engineering vice president at Chrysler and Ford Motor Company. Mr. Theodore’s comments were published in the “Letters to the Editor” section of Automotive News. Excerpts from his letter follow: “Regarding ‘Industry on Trial’: I think the capital-intensive business model will change when autonomous cars become ubiquitous— around 2050, in my opinion. “Once crashworthiness and emissions requirements become irrelevant, the architecture of the automobile will become drastically different—essentially electrified vehicles with common chassis components and electric powertrain—with differentiated bodies. When that happens, the Apple business model starts to make sense. “Yes, Google and Apple may be the first guys out there with such vehicles (although they may have automotive partners). They, too, will be capital destroyers, like Tesla, until they become profitable. “The business model will change as well: Outright ownership will diminish as lease and spot rental take over. Who needs to own a car if you can call up an autonomous one on your phone? I suspect future manufacturers will become rental companies as they try and capture diminishing manufacturing revenue.” Mr. Theodore’s comments parallel those of Bob Lutz. This is a change that will take some getting used to. Theodore gives us a timeframe, 2050, a scant 35 years from now. Thinking back to 1980, are things that much different in today’s 2015? Next topic, please.

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TDReview . . . . Continued YOUR PERSONAL PRIUS POD PAINTED PINK

Details, Details, Details, (Power Your Pod)

Details, Details, Details (Design Your Pod)

All right, with the help of Local Motors (where did General Motors go?) you’ve designed your own personal pod.

I’ve given you the prognostications from three industry leaders, now let me give you supporting documents for the Personal Prius Pod Painted Pink (or Purple) concept. First, how would you like to design your personal pod? Let’s check in with Local Motors and find out. Here are some excerpts from an Automotive News article (August 5) written by Richard Truett. Truett was covering an industry conference, CAR Management, held in early August. The title, “Local Motors Details Plans for Street-Legal 3-D Car”: “Local Motors, the Arizona start-up company that uses 3-D printing technology to make cars, said it plans to have a street-legal twoseat coupe ready for sale to consumers by the third quarter of 2017.

Congratulations. Now it is time to choose a powertrain. At the same CAR Management conference there was much discussion about the federal government mandate to increase fuel economy/cut greenhouse gas emissions and the California state mandate to boost demand for electric cars to 15% of sales by 2025. Note that nine other states (Connecticut, Maine, Maryland, Massachusetts, New Jersey, New York, Oregon, Rhode Island and Vermont) are following California’s “15% of sales” lead. So, it seems clear to me, your electric golf cart (oops, Personal Prius Pod Painted Pink (or Purple) awaits.

“The company has been making news over the past year with its 3-D manufacturing demonstrations at auto shows.

Here are some excerpts from an article by AN’s Joseph White. White’s report comes from coverage of a debate at the CAR management conference between automakers and regulators.

“Local Motors, funded by 40 private investors, has an unusual business model by industry standards. It plans to use a proprietary body made of “carbon fiber infused plastic” that is constructed by a 3-D printer. The device works a bit like an inkjet printer—it sprays on layers of the material to build the body.

“The long-simmering dispute over policies to promote electric vehicles spilled into the open as heads of two major lobby groups told attendees that automakers are struggling to meet a California mandate to boost demand for electric cars to 15 percent of sales by 2025.

“Justin Fishkin (Chief Strategy Officer at Local Motors) said the car’s mechanical components—the suspension system, powertrain, electronics and safety equipment—would be sourced from suppliers who are already mass producing these parts for other vehicles.

“Under the federal rules, automakers and regulators are supposed to conduct a review of U.S. fuel economy standards that call for new vehicles to average 54.5 miles per gallon by 2025.

“We’re talking and making deals with suppliers right now. We’re like Legos. We’re taking parts off the shelf. We’re getting good deals because people want to be part of this vehicle,” he said. “The goal is to sell the car, called the Strati, to consumers for between $18,000 and $30,000, depending on the optional equipment chosen by the buyer. Fishkin said once the 3-D printer makes the body, it would take two men about 90 minutes to completely assemble the car. “Fishkin said the 3-D car will meet all safety and emissions standards on the books and would be equipped with such things as airbags and other equipment required to meet government safety standards. “‘We’re going through the safety certification right now. And we will have all the things the law requires,’ Fishkin said in an interview today.

“The recent boom in sales of SUVs and light trucks, fueled by cheap gasoline, has exacerbated industry concerns about the electric vehicle mandates, said Mitch Bainwol, president of the Alliance of Automobile Manufacturers, which represents the Detroit 3 and several other large Asian and European automakers.” On the other side of the debate, “A top official of California’s clean air regulatory agency said state officials will stand firm, and got support from the head of the U.S. Environmental Protection Agency’s Office of Transportation and Air Quality. “The rules should be made tougher, insisted Diarmuid O’Connell, vice president of business development at Tesla Motors Inc., the Silicon Valley electric carmaker that profits from selling clean air credits generated by its Model S sedans. “O’Connell said consumer demand for electric cars could be higher, but too many models from established car companies ‘are appliances in terms of the concept and the way that they look.’” What did we learn from the debate?

“During his presentation, Fishkin said the Strati would have a configurable body, and he showed versions that resembled a Lotus Elise sports car and an off-road sporty coupe.”

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Well, the rules is what the rules is. Much belly-aching will occur, but it is clear to me that your powertrain for your personal pod will be electric. California and nine other states will be the legislative forerunners.

TDReview . . . . Continued Details, Details, Details (The Navigational System)

“With a market cap of $750 billion, Apple is worth more than Ford, GM, Daimler, Peugeot, Fiat Chrysler, Renault, and VW combined. “Here’s one more clue that Apple is indeed headed into the auto business: Ive, Apple’s design guru, loves cars. He owns a Bentley Mulsanne and an Aston Martin DB4, and every year he attends the Goodwood Festival of Speed in England. Moreover, he recently hired a good friend with some interesting credentials: superstar industrial designer Marc Newson, who designed the 1999 Ford 021C concept car and owns four vintage sports cars himself. Together, the pair has singled out American cars as examples of the ‘shit we hate.’ Said Newson in a 2014 story that appeared in Vogue: ‘It’s as if a giant stuck his straw in the exhaust pipe and inflated them.’ Sounds like a gauntlet thrown down to me. “I won’t be at all surprised to see an iCar coming down the road. It’s just too challenging a project for Apple’s core executives to resist. After all, the company has bushels of money, and the whole concept fits perfectly with CEO Tim Cook’s grander ambitions of making the world a happier, more connected, and better-looking place. That said, I can’t say I’m all that worked up about the iCar. I hear the one you really want is the iCar 2.”

Above is the picture of my desk with 32 press clippings about the future of the autonomous vehicle. A number of the articles discussed the current struggle between the software giants (Apple, Google, Windows) and the automotive manufacturers over the control of the car/truck “center stack” for infotainment. I could share excerpts from these articles, but I’m still struggling to get my 2014 truck’s six radio presets to work correctly and the clock to display the correct time. (Hey, I’m an old guy.) And, as you can imagine, I don’t take directions from Apple’s babe-in-the-box. Apple’s original iCar concept.

Rather than worry about the center stack, one should be more concerned about the control of the entire car.

To save us all from reading about the competitive struggles for center stack control, I’m going to cite an excerpt from an article in the 6/15 issue of Automobile Magazine. Rather than worry about the center stack, one should be more concerned about the control of the entire car. Writer Authur St. Antoine in his monthly column “The Asphalt Jungle” gives us the following insight:

Ouch, the gauntlet has been thrown and we should wait for iCar 2. Yep, I’m an old guy—I hate change.

“With a market cap of $750 billion, Apple is worth more than Ford, GM, Daimler, Peugeot, Fiat Chrysler, Renault, and VW combined.

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TDReview . . . . Continued Details, Details, Details (Follow the Money Trail) Further evidence of Silicon Valley’s interest in your personal pod comes to us from Motor Trend’s October magazine. This article talks about the heavy hitting line-up of executives at a little know company in Gardena, California, FF or Farady Future. The article “New Electric Car Company Emerges: Faraday Future,” was written by MT’s Jonny Lieberman. The following excerpts give you a glimpse at the investment in their vehicle and its future: “We know very little about the initial FF car other than it will have four wheels, look something like a high-riding sedan, and have no internal combustion parts whatsoever. FF claims this car (no name yet) will be the first vehicle on offer, with other models to come, FF is also claiming that its cars will be as much about Silicon Valleystyle technological innovation as they are good, old-fashioned personal transportation. “Is there something different about FF, a company that is refusing to even mention the name of its current CEO? Yes. Yes there is. “The FF Bullpen. Check it out: • Nick Sampson – product architect; former vehicle and chassis engineering for Tesla Model S • Richard Kim – head of design; designer of the BMW i8 Concept and BMW i3 Concept • Silva Hiti – senior director of powertrain; former lead powertrain engineer for the Chevy Volt • Pontus Fontaeus – interior design; formerly of Lamborghini, Ferrari, and Land Rover • Page Beermann – exterior design chief; former creative director at BMW • Porter Harris – batteries; formerly of SpaceX “Speaking of batteries, here’s what we know about the upcoming FF battery solution: • It will have 15 percent higher specific energy than a Tesla Model S 85-kW-hr pack, but there’s no word yet how FF will exploit this advantage in terms of range increase or mass reduction. • It’s a multi-cell solution, like Tesla’s. • The company is aiming for the highest energy density (cubic volume) and specific energy (mass) vehicle on the market. • It will be single-cell, thermal-runaway fault tolerant (will not propagate to other cells). • Single or groups of cells can be replaced. • Module designed for mass production, using new processes and technologies. • Same battery design to be used in all vehicles with only a change in capacity (no change in voltage). • The higher energy density allows for larger crumple zones than on the Tesla Model S. “In addition to Samson, FF employs a ‘boatload of farmer Tesla employees,’ including people from HR, manufacturing, and purchasing. Those are some auto-industry heavy-hitters. When I pushed about not only the viability of the company but also the reality of launching a car in 2017, FF was blunt. ‘We’re not Tesla,’ said Marcus Nelson, head of corporate communications, ‘but we’re not Fisker, either. We’re not fucking around.’” Is it time to return my horse to the carriage house?

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Details, Details, Details (How Will Your Personal Pod Perform and Navigate?) This question harks back to the age-old hot rodders question, “Speed costs money, how fast do you want to go?” Perhaps a better question would be, “With a Personal Pod where could you use its performance potential?” There is no doubt the electric vehicle can perform: Look at the Tesla P850 model and its 0-60mph time of 3.6 seconds or watch a European Formula E race on YouTube or television. But how well can a personal pod navigate? The following are excerpts from a Motor Trend article, “Lessons From Two Robotic Drivers” April 2015 edition, written by Kim Reynolds. “Meet ‘Bobby.’ A computer-stuffed, track-lapping robotic Audi RS 7 that’s as maniacal about its mission as the marching brooms were in ‘Fantasia’—going fast around a racetrack, repeatedly, perfectly. In a demonstration prior to last year’s DTM race at Hockenheim, Bobby—named for Bobby Unser in a quirky example of German humor (‘Unser could be both very good…and very bad!’)—held the grandstand spellbound as it skidded and careened its way through the stadium section with just a rotating steering wheel visible as it flashed past. “The ghost in the machine is a trunkload of blinking data loggers and computers, connected by a thick nervous system of cables. The only modification to the RS 7’s stock sensor array is the addition of twin stereo video cameras and enhanced GPS. In real time, the smarts in the car compute course corrections, rotate the steering wheel, modulate the throttle, apply the brakes, and if necessary, intervene with stability and traction control. A key breakthrough is Bobby’s synthesis of all the sensors’ often-dissonant evidence into one thought-like judgment. Usually, it’s adrift of the racing line by no more than 6 inches, but if it’s more, the system smoothly bends the car back while still at race pace. “At the Ascari racetrack in southern Spain, I had a chance to ride in Bobby myself with its chief engineer, Peter Bergmiller, behind the wheel and deliberately sitting on his hands for dramatic effect. Yet as I relaxed into a conversation with Bergmiller, Bobby was producing lap times in the 2:12s (repeatable to within a few tenths); a professional driver had previously done 2:11s. ‘That 1 second we’re slower is mostly due to the extra safety bounds in the higher part of the track due to the missing free space next to the track there.’ It’s made intentionally slower because those barriers are too close. If its sensors and software can control a heavy car on its tiptoes at these speeds, the same will confidently handle the vehicle dynamics of a production autonomous car in a real-world emergency.”

Bobby was producing lap times in the 2:12s (repeatable to within a few tenths); a professional driver had previously done 2:11s.

TDReview . . . . Continued Details, Details, Details (Here?)

What happened at CES is technology that won’t be staying in Vegas long.

From the racetrack to the practical. Just how does this autonomous thing work in the real world? Quite well. Here is the balance of the Motor Trend, Kim Reynold's report: “It won’t be remembered like Lindbergh’s flight to Paris—but Audi’s groundbreaking two-day, 560-mile “Piloted Drive” trek from California’s Menlo Park, near Stanford University (10 miles from Volkswagen’s Electronics Research Laboratory in Belmont) to the Consumer Electronics Show in Las Vegas was a major milestone on the way to the autonomous car. I know firsthand because I was one of those behind the wheel. “After a day of training, five of us journalists were awarded the first autonomous driver’s licenses ever issued to ordinary citizens. Yes, an autonomous driver’s license might sound like getting authorization to take a nap, but actually California law (Nevada and Florida have also green-lighted autonomous testing) expects you to be ever-alert to take control—you’ll be legally responsible for an accident. “Within city boundaries (as well as unpredictable construction zones) ‘Jack’—the name of Audi’s Piloted A7—was restricted to manual operation. But on the highway, it takes stock of its surroundings and, if everything’s a go, communicates it readiness via a thoughtful scheme of changing dashboard coloring. Simultaneously press two buttons on the steering wheel spokes and the dash’s green illumination grows, the wheel slightly retracts, and you’re autonomous. ‘Jack’ adheres to the nav map’s embedded speed limit, though you can bump it up to a maximum of 80mph. Twin long-range radar from Bosch below the car’s front bumper, a Mobileye camera on the windshield, a pair of side-looking short-range radar astride the car, and several proximity parking sensors are unaltered from the production car. Cost? Surprisingly reasonable—probably a few hundred dollars for those LIDAR units. No twirling, Robbie-the-Robot gizmo on the roof; without the car’s paint graphics you’d never know it’s self-driving.

The quick answer, “Yes!” Thanks to the excellent Motor Trend article by Jonathan Yarkony you are familiar with Audi’s “Bobby and Jack.” Next up let’s take a glimpse at what the R&D folks at Volvo are doing. From the 6/23/15 edition of Autoweek, “The (Near) Future,” written by Tim Stevens: “The company has worked for years at automating its machines, and it now pledges to sell the general population 100 proper selfdriving cars in 2017—the general Swedish population, that is, and the city of Gothenburg specifically, next door to Volvo’s HQ. Thirty-five miles of highway around the city are eligible for handsfree driving. (Other cities will be added later.) “The car can drive itself on the highway but not to the highway, not yet anyway—you need to manually drive there before pressing a button located on the steering wheel. “Then, voilà, the car takes over. It navigates corners, maintains the speed limit (or a little above it) and avoids other cars to keep you safe. “In 2017, cars will know a construction crew’s location in advance thanks to a wireless connection with the city. Beyond that, the 45-minute ride was fairly boring. Frankly, it felt a lot like riding with cruise control on—but instead of only taking your feet off the pedals, you can also take your hands off the wheel and, say, read a book or a newspaper. “We haven’t heard word on how much this option will cost over a standard car, but today’s City Safety package sensors cost a little over $2,000 here in the US. “Again, these cars are set to go on sale in 2017. Interestingly, Volvo will take full liability for any accident occurring while the car is in autonomous mode.”

“On the road, Jack motored along serenely, only occasionally wobbling slightly in its lane when the road striping bent away for an off-ramp, and a brief period of being dazzled by the morning sun (as we were) leaving Bakersfield. Beyond that, it worked beautifully, hour after hour, leaving us plenty of opportunities to raise two hands for the photographer in the international gesture of autonomous driving. It changed lanes and passed people, even slotting into adjacent traffic when a guy rocketed up behind Jack a little too aggressively. It was fascinating to confront how hard it really is for a subhuman mind to comprehend traffic and the road ahead. A bad paint-marking job here—a wiggle; a change in road camber there—a wiggle. Our brains are pretty good at this. “As our 30-vehicle caravan pulled into Vegas, a few tourists turned to look, but most were busy marching to the next goofy casino. Too bad. What happened at CES is technology that won’t be staying in Vegas long.” Volvo's Self Parking Car.

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TDReview . . . . Continued Details, Details, Details (Liability?) Yep, we knew the subject of liability would come up. It is difficult for me to believe what I just read, that Volvo will assume the liability for an accident. However, the 2017 project is a pledge to sell only 100 cars and my bet is that they’ll be sold to 100 Volvo employees that would be covered under a Volvo corporate insurance umbrella. Seriously, “my bet” is only pure speculation, but I cannot imagine that future liability would be assumed by the vehicle manufacturer. Just remember, insurance companies and lawyers are prime political lobbyists. Or am I just too cynical? This is a truck/truck industry magazine. I’ll stay away from topics I don’t understand. However, to clear-up the liability question, I would reflect back to the opening remarks from the NHTSB’s Mark Rosekind, “But we already know what’s involved (from aviation precedent); we already know what the risks are. Driver education and human behavior and responsibility are not going to go away, even when we get self-driving vehicles.”

Details, Details, Details (Now!) All rightee then, Volvo is going to release 100 cars in 2017. How is the rest of the industry positioned?

“Nissan will deploy two new technologies—a traffic-jam pilot that will allow autonomous driving on congested highways and an automatic parking system—by the end of 2016, according to Ghosn. “‘They are suitable only for tightly controlled road environments, at slow speeds, and face a regulatory minefield,’ he said. ‘That is why Nissan is focused on autonomous-drive technologies that we know will work and can be introduced over the next four to five years.’ “Ghosn said it is natural for automakers to collaborate with Google in its project to develop self-driving cars and that the industry benefits from Google’s breakthroughs. But he warned that automakers must keep a tight grip on the wheel and not surrender the technology running tomorrow’s cars to industry interlopers. “‘I think all carmakers are extremely cautious about maintaining the control of their own cars. This is a kind of cautious collaboration,’ Ghosn said. ‘We obviously don’t want to become just a kind of simple common hardware. We want to keep the attractiveness of the product and the control of the product.’”

The corporate game of winners and losers will have all kinds of intrigue. The twists and turns of the legal and political systems (worldwide, too) will add to the game of winner and loser.

Insight comes to us from Automotive News, July 21, 2015, in an article titled, “The Vision for Self-Driving Cars? 2020.” CONCLUSION

“The self-driving car is moving from research lab to product plan, with a wave of advanced features due to hit the market by 2020, automakers and suppliers say. “Automakers such as Mercedes-Benz and Nissan Motor Corp. have made big promises about autonomous driving since 2010, when Google Inc. surprised the world by revealing it was developing vehicles that use sensors and software to drive themselves. “‘Our milestones are coming from our customers,’ said Steffen Linkenback, director of engineering systems and technology for North America at supplier Continental AG. ‘Everybody is asking us to be ready to introduce this technology in 2020, so it’s clear that this technology will be on our road map for this time frame.’ “Nissan CEO Carlos Ghosn announced that the company will offer traffic-jam assist and an automatic parking system by the end of 2016, followed by an automatic lane changing feature in 2018. Then, by 2020, the company plans to offer a more advanced system that can navigate city streets without relying on the driver. “To that end, Ghosn outlined a step-by-step product pipeline that will bring the Nissan and Infiniti fleets closer to the 2020 goal. Nissan did not say what nameplates will get the new technologies first. But the Leaf and Infiniti models are expected to be early showcases.

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Details, Details, Details and the Future of the 5P [Personal Prius Pod Painted Pink (or Purple)] Hey, the “Bottom Line” by three industry experts was presented back at the beginning of this article (page 55) just after I introduced the cutesy 5P jargon. Flip back several pages and read their forecast. Seriously, putting this article together was a lot like a research assignment for a technology or writing class you had back in your younger years. If you are like me, I am enamored by the autonomous concept. The corporate game of winners and losers will have all kinds of intrigue. The twists and turns of the legal and political systems (worldwide, too) will add to the game of winner and loser. For now, like Kevin Cameron, “this is giving me a headache, so I’d better stop here.” Robert Patton TDR Staff

儀唀䄀䰀䤀吀夀倀䄀刀吀匀簀䘀䄀匀吀匀䠀䤀倀倀䤀一䜀簀䌀伀䴀倀䔀吀䤀吀䤀嘀䔀倀刀䤀䌀䔀匀簀匀唀倀䔀刀䤀伀刀吀䔀䌀䠀匀唀倀倀伀刀吀

“Ready to Travel” is a forum where TDR members tell about their travel adventures and favorite destinations.

Ready To Travel Off the Map Boondocking 101 Regular tourist travel, RVing along regular highways, usually means camping at regular civilized RV resorts, on trips where one views the sights featured in the likes of Triple-A guidebooks. That is certainly a wonderful way to see America in your Ram. But there is another world out there—off the tourist map, into what old-time geographers labeled terra incognita, blank white areas on their maps—such as the place where Stanley famously found Livingstone in darkest Africa. My grandmother had just such an antique geography in the attic, which we, as children, delighted in on rainy afternoons. Today, what with satellite mapping and DeLorme digital map software, there’s no such “unknown land” any more, not in the literal sense. That’s kinda sad for us inveterate explorer-types. But—glory be!—some of us outlaw RVers have found there still is, really, in today’s American Outback, remnants of that beckoning primitive world, off the beaten track, overlooked and scorned by civilization. Or at least that’s the dream territory we enter when we go boondocking. Our introduction to the very word “boondocking” was when we first met the editor at a Cummins jamboree in Chattanooga, Tennessee, in 1995, a couple years after he launched the TDR and right after we bought our stalwart Second Generation Turbo Diesel. Later, when Bob and I retired from college teaching at the University of Tennessee, we joined up with Robert in his backup crew editing his gloriously audacious new magazine. To mark the occasion, he graced us with an early version of the now-legendary Geno’s Garage “Boonie Box,” designed for survival in the “boondocks,” Robert assured us. I had to go to my Webster’s to find out what in the world “boondocking” might mean in twenty words or less. Now I want to share what it has come to mean for Bob and me in twenty wonderful years of hardscrabble education in what, for want of a better name, we call boondocking. For our purposes in this column, it is helpful to consider some of the brands that real live boondockers give to themselves and what they are about. “Wanderers,” “gypsies,” “nomads,” “outlaws,” — deliberately colorful self-characterizations by a generally eccentric band of adventurers who want to draw their own maps. I certainly wouldn’t want to include any fugitives from the sheriff (although we’ve come across spouses on the lam from child support). I do include “romantic” non-conformists, widows and their dogs, solitary hermits on wheels, and reincarnations of John Wayne with a Ram rig that doesn’t get manicured oftener than it rains. Add a couple of

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retired teachers to the cast of characters. If you like, fill in the blank yourself with your idealized role. Maybe your own rig is a bit more upscale than our wagon; well, that’s okay, as long as you are willing to take it into places we take ours. Look at some of our travel stories in past issues, particularly on our expeditions into San Rafael Swell (Issue 78, pages 68-71) and the Maze area of Canyonlands (Issue 80, pages 72-74), and certainly the White Rim Trail (Issue 74, pages 72-74). You’ll get the hang of our style of boondocking; and I‘ll not be surprised if you too want to take your Ram by the horns and venture beyond polite RV society. That doesn’t mean you have to be uncomfortable; it just means you’ve got priorities. You need to know the special constraints and what to plan for. Our earlier boondocker stories weren’t labeled as such and didn’t really say a lot about the camping aspect of the trips off the beaten track. So let’s talk about that aspect now. For defining the sort of camping we are bargaining for, we take our cue from the origin of World War II GI slang for “the middle of nowhere,” boondocks, originally a Tagalog word for “unexplored country,” off the map in the Philippines. So this is going to be serious camping. We don’t want to use the word boondocking for simply “dry camping” by the side of the road, maybe behind a pile of gravel in a highway maintenance yard overnight. Everybody has done that at least once. Our definition of boondock camping is more precise and more useful. Almost all the peculiarities and fascinations in our style of boondocking can be considered under two heads: where, and how.

Where? Where do you find the “off ramps” from RV civilization? And, second, How do you do it once you’re off the grid—what are the distinguishing challenges and constraints? The key answer to the first question, “where,” is Public Lands. Of course there are endless possibilities of impromptu and extemporaneous camping in the land of private property: a friendly farmer’s back forty, an old quarry, turn-offs down lonely country roads to nowhere, abandoned town sites—the imagination runs wild. But federal public lands (with occasional closures and restrictions), free of cost or ridiculously cheap, on which citizens have a presumptive right to enter and explore: this is the defining element for boondocking as we are considering it. In fact, nearly half the area of the US is owned by the federal government, administered by the Federal Forest Service, the Bureau of Land Management, the Corps of Engineers, and the National Park Service. These territories have many statutory uses, including mining and cattle grazing; but one of the principal uses is for free

READY TO TRAVEL . . . . Continued visitation by private citizens without let or hindrance, as they say in law books. Not surprisingly, most of this vast “nowhere” is in the West, due to the history of our national expansion from the very day the Pilgrims arrived in New England, a people moving ever-westward, through vast governmental acquisitions such as the Louisiana Purchase from France which doubled the size of the country at the stroke of a pen; the Gadsden Purchase from Mexico which gave us the Southwest (and our home ground here in Oracle, Arizona); the settlement with England in 1846 which at one fell swoop gave us much of what is today Washington state and Oregon—as we swept across an unsettled continent in fulfilling our nationalist vision of “Manifest Destiny.” Today, the farther west you travel, the larger proportion of the land is owned by the government. In Connecticut, the land owned is less than one percent; Ohio, 3%; Georgia, 5%; Arkansas, 11%; Colorado, 40%; Utah, 70%; Nevada, 80%; and Alaska—bought for 7.2 million dollars from the Russians—a staggering 90%. In our home state of Arizona, more than half the land is owned by the government, which for practical purposes, I am resolved to interpret to mean “owned by me.”

It is true that many folks today oppose the national government’s owning public land; especially among locals in the West it is seen as totalitarian. That is an important historical and political issue, which logically should be settled on the basis of the Constitution. In the meantime, until and unless the Supreme Court rules otherwise, a boondocker seeking adventure in the wild doesn’t need to settle Constitutional issues before he or she goes camping. The bottom line is that there is more than half a billion acres of public domain out there, some of the best country for boondocking, wild and wooly and the most scenic in the world. Rather than besiege you with any more technical data on specific areas of public land, for the moment we suggest you go to the Internet, google any combination of queries with the words “boondocking” and “public land.”

Off the grid: 635 million acres of the 2.27 billion acres in the U.S. are owned by the Federal government as public domain, typically wild and undeveloped, much of it open to citizen campers “without let or hindrance,” most of it in the West, the happy hunting ground of venturesome boondockers.

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READY TO TRAVEL . . . . Continued How? It is the dramatic character of this wild territory open to all citizens which brings up the second defining question, How? In boondocking on public lands, the over-riding challenge and constraint is that we need to be entirely self-contained—self contained to a degree not matched in any other sort of camping, except, as our grandson says, maybe in a spaceship cruising the far side of the moon. This imperative applies most centrally, first and last, to potable water and to waste. So, water and waste are the two crucial factors in our logistics. That receives our most careful planning. Accessories which might be optional in an RV resort become critical here—a GPS is indispensable for finding your way to sites with no other identifier, keeping track of where you are (like a voyager on the high seas with a sextant) or to arrange a rendezvous. Cell phones don’t reach far beyond highways and civilized communities, so what are the pros and cons of installing a satellite web receiver? What are the relative merits of solar panels versus our pair of Honda 2000i gas powered generators? What are the appropriate firearms for security far away from 911? And then there are the electives, such as adding a catalytic heater to your regulation propane heater. These and a host of other delightful questions only pop up miles from Camping World—all of them can be properly dealt with in a story written on an actual field trip, the logical next session. As we are writing this introductory lesson of Boondocking 101, it is late August here in the Southwest desert and the thermometer is sizzling in the triple digits and not even lizards venture forth—not a time for a field trip. So we should defer describing the “How” part of the story to a hands-on session.

POSTSCRIPT: BOONDOCKING VERSUS AUTONOMOUS VEHICLES As a part of the editing process, Jeannette and Bob Vallier have a chance to read the magazine prior to it being sent to the printer. The following is an interesting note that Jeannette sent about the autonomous vehicles article (pages 54 - 60). "When I read the exposé on the new breed of autonomous vehicles coming down the road – it was like something out of the old "Twilight Zone." It is the exact opposite of the world of truck travel in our expose "Boondocking 101" – where there are no "control stripes" painted on the desert– the absolute antithesis vision, the diametrical opposite of the Brave New World of robot trucks. I know for sure which path we'll be traveling in our Ram. Jeannette Vallier TDR Writer

I know for sure which path we'll be traveling in our Ram.

2016 TDR CALENDAR CONTEST PHOTOS

In writing on probably the least academic subject in the world, we’ve harked back to the style of our years of straight-laced college teaching. Old habits die hard. You won’t get academic credit. But I won’t be surprised if you are impelled already to do some “independent studies” even before Professor Bob and I come up with our hands-on “desert rat” wisdom in our next session. We can hardly wait for the desert and the steering wheel to cool off. Jeannette Vallier TDR Writer

Brian Penka's entry.

Editor’s note: Get ready to be “schooled.” TDR members, you’ve got to understand, my idea of camping is a night away from home at a Holiday Inn. I am the definition of a concrete cowboy. However, the Vallier’s article has me on the edge of my chair. How does one turn off the paved road in Po-dunk Colorado and set up for an adventure? What will the local jurisdiction (the Forest Service, Corps of Engineers) et al have to say? Stay tuned. Warren Kries’ entry.

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Journalist G.R. Whale talks about all things Diesel.

WHAT COULD POSSIBLY GO WRONG?

As soon as the new one’s built, around various deployments and those better parts, I’ll let you know about the clutch. And the new motor.

You might have guessed that I’ve dealt with a lot of project vehicles over the years; fortunately they usually belong to someone else. Projects and donor vehicles (oddly named since they often receive more or better parts than they donate) used for testing, how-to stories and such tend to be a nuisance. More than once I’ve seen things not go as planned, occasionally spectacularly so. Earlier this year I went down to Bones Fab in Camarillo, California, to cover a Centerforce clutch installation on a 6.7 Ram that had been tuned up a smidge. The truck was used for fun and pulling trailers, and logged enough miles to readily gather data. Centerforce had a new twin-disc out for the G56 and they didn’t shy away when I mentioned a machined HE451, Wicked Diesel 85-over CP3, DDP150 injectors, Steedspeed manifold, ARP head studs, Smarty 20ME or Lazar Smith G56 with exoskeleton—things that might send some clutch reps running for cover. Oops, no pun intended.

Bones' old Elgin, Illinois, School District short bus.

So I managed a few schedules and we all met up at Bones Fab on a crisp Saturday morning. Jimmy (aka, Bones because he’s not the biggest guy in the shop) builds hot rods mostly, but he messes around with other things too. His daily driver’s an old Crew Cab GM dually 4x4 on big tires and running a compound-turbo 5.9. When that was first installed, a mutual friend dragged him by to show me, and when I asked about the GM 4L80 behind it, he wasn’t worried, noting it held up just fine behind his blown big-block. I think my skepticism bought me some credibility when it grenaded shortly thereafter. When I arrived, Bones was working on his old Elgin, Illinois, School District short bus for towing to car shows. The pictures show the state of underhood progress. “Nothing wild,” he said.

Better than stock? We think so.

I know you’re thinking the clutch installation didn’t go as planned (it did actually, in fewer hours than anticipated) or that the clutch didn’t work or broke as soon as we applied full power. Nope, the engine broke, most of the damage was done beforehand. It had made some clattering noises driving in. The pilot thought he’d gotten some bad fuel, while Bones and I exchanged “yeah, right” glances, thinking this noise was more serious than bad fuel. I can report the Centerforce clutch engaged more smoothly than the old dual-disc (when it was new or old) and had much lower pedal effort. I can’t say much more. As the engine was sounding sicker and sicker, they pulled the filters off and found them full of shiny flakes and decided that engine was done.

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Bones’ bus undergoing suspension and steering rebuilding.

FOUR WHALING . . . . Continued WHAT IS LUXURY? According to a recent AP report a luxury pickup starts at $40,000 or $50,000, depending on your source. They even quoted some industry people noting that in many cases the horses, or whatever, being towed by the truck are worth more than the $60,000 half-ton. I can’t speak to horse prices—I know people who have them in the unlikely event I may need to borrow one. But I’ve been buried in a 2015 model-year pickup project lately for the Wirecutter that makes me think a “luxury” pickup starts at well more than $50,000. I guess it comes down to what you consider luxury.

It might not be the fastest bus, but it has some torque. Might attract more attention than his cars that have been widely publicized.

Our project set out to determine the best full-size pickup to be used as a family everyday driver. This ended up a crew cab, shortbed half-ton, four-wheel drive, not surprisingly the best-selling configuration. The base price for a 2WD bottom-trim version of those ranged from $32,060 to $35,390. With 4WD adding at least $3000, we’re already at $35,000 minimum and might not have carpet on the floor, but 4WD often pays for itself at resale so you “lose” on fuel economy if not necessarily up front costs. But we didn’t figure everyday driver family trucks to be strippers and we did expect them to tow—otherwise you could just get a crossover and a small utility trailer. So, except for the V8-only Titan, we upgraded one engine choice, adding $800 to $1650 in the process. We added tow packages needed to get mid-level capacity, not the maximum trailer packages some offer, and tow ratings ranged from 7600 to 9800 pounds. In this set the Toyota Tundra was the highest rated pickup and the hitch and tow package are standard with their 5.7 engine. But the “domestics” could change an axle ratio and/or add a max tow package (up to $2100) to eclipse that rating.

You’ve seen a turbo like this before…if you check built 6.7s or ISX factory plumbing.

Then we looked at equipment and, given the average family sedan or compact, figured it should have Bluetooth, rear camera, a power driver seat, tilt/telescoping wheel (if available), satellite radio, alloy wheels, running boards/side steps and a spray-in bedliner. Now those trucks ranged from $40,164 to $47,335. We did not look for automatic and/or dual-zone climate control, heated seats, moonroof, power pedals or sliding rear window, leather, navigation, HID or LED headlights, or active safety equipment that you might consider requisite for a luxury pickup. The $40,164 truck was a Toyota Tundra SR5, perfectly competent but I’d potentially consider it luxurious only in comparison to my First Generation Dodge, and it comes standard with the smartest power rear window in the business. If we pulled the Tundra price into line with the rest, we end up in Limited territory, giving it leather, heated front seats the others don’t have and navigation and audio upgrade only the $42,495 Titan had (because they were included in packages needed for other equipment); but the ’15 MY Titan is a lame duck with the new one already advertised, and the Tundra doesn’t quite match the refinement—another luxury hallmark—or available equipment levels of Detroit competitors.

The clutch came complete with good instructions and the owner, mostly working solo, had it changed in about four hours. It takes longer with a Gear Vendors and exoskeleton in the mix.

For a truck, luxury to me is A/C, a comfortable seat, won’t give me a headache in a couple of hours and works all the time. But mention “luxury” to most vehicle buyers today and that wouldn’t cut it, so I believe you can’t get a (new) luxury pickup for less than $50,000. And it had better freaking work because there are plenty of quieter, faster, thriftier, smoother five-seat cars around with the same features for half the price.

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FOUR WHALING . . . . Continued ENGINE-ERING, DOWN SIZING, RIGHT-ING

Right-ing

Engine-ering

Finally, at a recent Honda event called The Dream Garage I didn’t have to rewrite anything. Although the V6 engine in the new Accord satisfies the ear and right foot, there wasn’t much for my “dream garage” (211 cars and counting if anyone asks). Honda makes more engines than anyone else. They claimed “Largest engine manufacturer in the world” which sounded to me like they make the largest engines, and they don’t. However, they do sell 28 million engines a year. Many go in their own stuff—cars, trucks, aircraft, landscape equipment, motorcycles, generators, snowblowers, ATVs—while others go on boats, pressure washers and go-karts, etc.

Twice this year I’ve been asked to write a review of a car I haven’t driven, which I did grudgingly, making sure my name wasn’t attached to the story. For one of them I could, if I wished, talk to somebody who had driven it, giving myself and a former exec pause as to why you would assign an editor to drive a car and not have them write the review of it. In either case, I was essentially rewriting somebody else’s story for SEO purposes, something you may wish to consider next time you consult the web for a car review. At least if you see my name on it, you’ll know I drove one. Down-sizing Recently, I logged some miles in a Ford Focus EcoBoost…with a 999-cc three-cylinder turbo and a six-speed manual. On overboost in the upper gears it makes more torque than the standard 2-liter four and generally makes for an effortless drive. It’s not fast, but it is quicker than some hybrids and empty vans I’ve driven, and had no trouble running mid-40mpg on the highway in a quiet cabin. It even has more character than the four, the full-throttle noise not unlike an old high-compression inline six. Were it my money, I’d spend the extra money (about $800) to get an engine half the size.

But of all the equipment they had there, including boats, the two pieces that amused me most didn’t use gasoline. One was the new twin-clutch gearbox for ATVs, bikes and perhaps side-by-sides, and the other was something called a Uni-Cub, a combo of “unique” and Honda’s Cub series of motorcycles. This is what I’d call a mobility assist machine that could be used for moving individuals over longer distances than you might want to walk, without following a predetermined route like a tram or moving walkway. Honda imagines it in libraries, museums, shopping malls and airports; I think parts warehouses, track paddocks and pits, and with the appropriate gimbal-mounted trailer, big-box stores of any kind.

2015 Ford Focus EcoBoost

Uni-Cub

Were it my money, I’d spend the extra money (about $800) to get an engine half the size.

With a seat two feet off the ground and 55 pounds that stands on its own, getting on it was the hardest part. You have to find that center of balance where it remains stationary, because as soon as you tilt to a side or forward it goes that direction. More tilt equals more speed, up to the 3.8mph maximum, but that was more than enough to amuse zipping around tennis courts. The battery’s said to be good for moving up to a 220-pound rider nearly 4 miles on 1.5-hour battery life, and recharge time is 1.5 hours on 110 or 220 (a built-in converter brings all down to 41). Unlike some of my colleagues, I neither fell over nor made the Uni-Cub fall over, despite my center of gravity being higher than some of theirs.

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FOUR WHALING . . . . Continued COLUMBUS, INDIANA…WITH NISSAN Nissan is anxious to exploit their relationship with Cummins, one that began before then-Ram-boss Fred Diaz left Chrysler for Nissan. And Cummins will legitimately take every chance it gets to develop the profile for the 5.0-liter V-8, so they staged a joint backgrounder conference and plant tour prior to the new Titan’s launch.

We weren’t driving it, but the new Titan looks like it’ll be fine competing with the likes of LTZ GM’s, Platinum Fords and Laramie Limited Rams. We were shuttled about in an NV van with the 5.0 in it and it ran well, the clues to its diesel—the noise outside, a deeper exhaust hum (don’t think it had a lot of muffler on it) and how long it spun before lighting. Cummins have been using these vans for a lot of the final engine calibration to Nissan specs, and likely matching the Aisin 6-speed automatic to it.

The assembly area is set up to build 150,000 units a year running a 5-day, 3-shift week.

The Nissan/Cummins 5.0-liter engines are in pre-production.

Titan XD will be introduced before the “standard” half-ton Titan, and while it has a different frame, brakes, steering, axle—“every nut and bolt below the floor pan” quipped the truck’s director of engineering—and a GVW greater than 8,500 pounds, Nissan is not calling it a 3/4-ton and adamantly hopes no one else does. It is aimed at that section of the market that wishes to carry more than a ton or tow more than six comfortably and confidently, but needs neither 800-900ft-lb of torque nor a 26,000-pound GCWR. Nissan’s version of the ISV 5.0 is rated 310hp and 555ft-lb, not that far off the other Cummins powered niche pickup, a manualgearbox Ram HD at 350/660. (Editor’s note: The Ram HD manual gearbox-equipped trucks are only 5% of HD production.) Of course the 5.0 is lighter and not as long, perhaps not as expensive, and comes with an SAE #3 bellhousing, whether it’s for pickups or commercial applications (which includes motorhome, delivery, bus and other apparatus). I inquired about the loads to “30,000 pounds GVW” and learned that is not a maximum weight figure for the engine, but where Cummins feels they can maintain performance.

The plant isn’t busy yet, just busier than my last trip one year ago. There are pre-production engines “running” along the line and while the assembly area is set up to build 150,000 units a year running a 5-day, 3-shift week, the machining area is set up for maybe 50-60% of that and easily expanded when the need arises. Both pickup and ISV5.0 are produced here, including the turbo assemblies, with 70% common parts and the remaining bits—primarily outside and ancillary parts—finished on separate lines. All are cold and hot tested before leaving. Even when pushed, Cummins didn’t mention any potential Toyota use, probably not a bad idea in a room packed with Nissan (their number one customer for 5.0) personnel. Cummins also noted that nine of their top customers also produce their own diesel engine, perhaps demonstrating good economies of scale or having an existing product in a size the buyer did not. No one at Cummins or Nissan would confirm or deny anything about the latter buying the former’s ISF2.8, but it would likely come down to refinement and NVH rather than emissions performance. GM’s Isuzu-built 2.8 has balance shafts, just like Porsche’s big 3-liter I4 did a couple of decades back, but the ISF does not, and it remains to be seen how much common rail and active engine mounts could smooth out the big four because developing a new block with balance shafts could get pricey and time consuming. One amusing tidbit was hearing Cummins say Nissan made them step up their game in quality control and such, and that this plant was employing processes that associates of other Cummins plants around the world come to see and take back as potential “best practices.” Nissan’s made plenty of stout engines—I’ve heard lots of stories from those that expected to, but haven’t broken them— and now makes engines for Infiniti and Mercedes-Benz at their Tennessee plant. And, we have to remember, this is Cummins’ first factory half-ton application and the luxury-model growth in half-ton pickups shows no signs of abating, so the higher standard isn’t exactly surprising.

The 2016 Nissan Titan.

G.R. Whale TDR Writer

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Reflections on the human side of the man/machine relationship by clinical psychologist and motojournalist, Mark Barnes, Ph.D.

PEARLS Today I bought a new house. Well, given that it was built in 1920, it’s only new to me. I’ve been shopping for an older home—you know, one with character—for the past two years. There have been half a dozen near misses, but this time I was able to agree on terms with the soon-to-be-previous owner. Maybe the prior deals fell through because I was too picky, too stingy, too easily spooked, or just unfortunate enough to encounter a series of unreasonable sellers. In any case, I’ll have moved by the time you read this. I’ve never bought an older home before. It’s a different experience and requires a different mindset. Every house I’ve owned until now has been new or nearly new construction. All the plumbing and electrics have been fresh and up to date. I’ve never had to worry whether the insulation was adequate, whether there was termite damage, or whether the floors were sound. And what do you mean, that’s not drywall? Oooh, it’s plaster... sure, I knew that. As old homes go, this one is in spectacularly good condition. New roof. New-ish plumbing and electrics. One completely new bathroom and one that’s been partially updated. (Its sink remains a relic with separate hot and cold spigots.) The hardwood floors are more perfectly smooth and level than those in the house I’m leaving, which is a mere nine years old. Amazingly, this property has been well cared for throughout its 95 years of life. It’s not a restoration, which would cost twice as much; it has simply aged gracefully with the help of steady TLC from it’s three previous owners. The stained and varnished solid wood doors everywhere are original, carry all the ‘20’s hardware, and have never been painted. Indeed, none of the woodwork anywhere—window casings, doorways, fireplaces, cabinetry—carries the shameful burden of six thick coats of cracking, peeling paint found in every other house I’ve considered from this era. The bones are solid. Even though some of the framing appears almost delicate compared to modern standards (while other sections look massively overbuilt), it has already proven itself capable of withstanding a century of weather and weight, yet looks none the worse for wear. According to every inspector and contractor I had look it over, they really don’t make ‘em like this anymore.

According to every inspector and contractor I had look it over, they really don’t make ‘em like this anymore.

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But, obviously, nothing is perfect. There’s virtually no insulation in the attic. The large basement’s usefulness is greatly limited by the absence of exterior access. And there isn’t a level spot anywhere in the driveway or garage; the former is lumpy and sloped, and the latter has an ancient, uneven brick floor left over from an even older building. So, I’m going to have to get used to a very different set of working conditions when I eventually settle in to do some wrenching. Garage space—in terms of both quantity and quality—has always been a top priority in my previous home selections. Vast expanses of polished concrete and virgin Sheetrock have been the norm. But contemporaries of this new purchase, at least in the areas where I’ve been looking, usually have no garage at all; two-bay structures like this one are exceedingly rare. So, even though it’s tighter, has bare studs all-round, naked rafters overhead, and the aforementioned wavy bricks underfoot, this garage represents no lowering of my standards, when translated for the historical period. Nevertheless, something as simple as rolling a floor jack into place will be a challenging task. Do they make lift kits to give my jack’s rolling chassis more ground clearance? Challenge is, of course, an ever-present feature of motoring, and one that’s essential to the enjoyment most of us derive from driving and wrenching. Rather than dreading the inconveniences of my new garage, I’m getting excited about the problem-solving adventures on which it will send me. I will have to create a flat work surface somewhere, somehow, though I’m determined to preserve the brick floor. I’ll figure out some way to set up shelving and a bit of wall space without damaging the rustic aura of all that bare wood. Perhaps one day I’ll even complement this garage’s interior with a vintage vehicle! Right now the space has serious charm based on its age. For me, that’s a matter of mystery and imagination, since I have no idea what has actually transpired there. I think of old photos of racing machines squeezed into sheds with mechanics huddled over them, working effectively and enthusiastically with none of the luxuries I’ve always taken for granted. Will I tap into that rough-hewn spirit as a matter of necessity? Will I absorb it simply by being surrounded by exposed timbers of nearly twice my years?

MOTOR MINDED . . . . Continued There’s another kind of character that hasn’t even begun to develop yet—one that accrues on the basis of personal history. Just as in relationships with other people, our connections to spaces and trucks and all manner of things are based on the collection of experiences we have with them. Layer upon layer of seemingly insignificant happenings, reflections and coincidences create a rich patina over time that is completely unique and often impossible to capture in words. This is not unlike the way great oil paintings exude qualities of depth and subtlety resulting from the application of many thin washes of almost imperceptible pigments. This effect is impossible to achieve by mixing the desired hue on a palate and brushing it on canvas in a single stroke. Likewise, there is no substitute for time spent in intimately mundane involvement. Of course, more intense experiences fortify connections, too. Pearls grow as oysters secrete countless microscopic layers of a mineralladen substance called nacre around a grain of sand that has become an irritant within the close confines of its shell. Many of my fondest attachments—including to motorized vehicles—have taken shape around “problems.” Certainly, those attachments would not have developed without key positive elements, too. But the foundation of a strong relationship is the accumulation of experiences of repeatedly working through difficulties. Deep friendships are the ones that have weathered hard times, conflicts and disappointments—it’s the process of creatively enduring such things together that yields the greatest depth, even more than enjoying happy events. Without the slightest hesitation, I will admit that the vehicles I have loved the most dearly have also been the ones that cost me the most money in repairs, and they were the only ones that ever left me stranded—and they did so on multiple occasions! And what about mechanical projects or travel adventures? That’s right, the ones that involved serious difficulties are the ones I remember the most vividly and count as the biggest accomplishments. They may not have been the most enjoyable at the time, but the satisfaction of overcoming genuine adversity cemented them in my memory as real wins, and I treasure those experiences for having made me stretch and grow.

So, paradoxically, the fact that my next garage will present me with more troubles than all my previous garages put together may actually lead to the most robust emotional engagement, extending beyond the dimension of its antique charisma. No doubt I will curse aspects of it. I’ll wish for more modern accommodations and more room. And I’ll wish I didn’t have to brave the elements to get to it from inside the house. But I’ll also figure out ways to work with it and to do things differently. I’ll make select upgrades and modifications. Things will eventually land in the best spots possible, I’ll get used to them being there, and then it will all feel just as “right” as it ever has—only this time it will be encased in that wonderful old wood and brick. How it ends up will be determined as much by the constraints of that structure as by me. Although it will probably feel like an adversarial relationship at times, there’s no alternative to working it out. As I pack up the garage I’m vacating, I can’t help but feel twinges of nostalgia, despite its sterile generic design. Regardless of its lack of inherent character as a collection of smooth, blank, rectangular surfaces, I made it into a functioning refuge that reflected my idiosyncratic priorities, whims and sense of order. Everything was where I felt it should be, and where I could make the most convenient use of it, even if nobody else would want it the same way. It was a blank slate upon which I freely imposed my own personality and tastes with increasingly refined reconfigurations evolving over the course of years. How will that same process play out in a space that actually does have a strong character of its own? There’s no doubt my new garage and I will generate some friction, and I’ll have to be more inventive and willing to compromise than in the past. But in another five years, the dust will have settled, the kinks will be worked out, and we’ll celebrate its 100th birthday as good friends. Mark Barnes, PhD TDR Writer

2016 TDR CALENDAR CONTEST PHOTOS

Clark Fish’s entry.

Val Simon’s entry.

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A Review of Previously Discussed/ Frequently Asked Questions by Jim Anderson. I have been appointed (elected, selected, condemned?) to write a column dedicated to member questions. Member questions range from old users with new problems to new members who are unfamiliar with the care of their pride and joy. The column reviews frequently asked questions and member feedback to deliver the best solutions. We decided to call the column “Idle Clatter.” If you don’t get my meaning, go stand next to your truck when it’s running. I am also available to answer your questions. Call the TDR offices and they will relay the message. I can best be reached by e-mail at j.t.anderson@att.net and will promptly respond.

OLD DIESELS Fellow TDR writer John Holmes made some interesting observations about early diesel engine starting in his Issue 89 Ranch Dressing column (page 64, “flaming rag over the air intake”) which brought back some fond memories for me, too. Thus it inspires a brief trip down Memory Lane. One time I tried to start the diesel engines (there were two) in a 1950s or ‘60s airport fire crash truck. These large diesels didn’t have conventional electric starters, but instead had a “pony” engine of three cylinders that ran on gasoline. You started the pony engine, got it up to speed, and then engaged a lever to couple it to the diesels to turn them over fast enough to start running on their own. I once owned a 1970s Mercedes diesel car with a peculiar starting procedure. You pulled a knob on the dash partway out to operate the glow plugs for a minute, then pulled it all the way out to operate the starter. On a cold morning, you had to keep the starter engaged while the engine was running for a minute or two until the combustion chambers warmed enough for it to run on its own. It was tough on the battery. Some diesel engines in 18-wheelers in the 1950s and 1960s used an air starter that sounded like a big dentist’s drill and would scare you out of your mind if you were nearby when one was cranked. Electrical starters of the time sometimes just weren’t strong enough to spin those big engines fast enough to start. If the truck had been sitting for a few days, the air tank had likely leaked down. There wasn’t an app for that back then.

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Stopping a diesel in those days was another exercise. Many didn’t have a fuel shutoff. You put the transmission in “granny gear,” stepped on the brakes, dumped the clutch, and bogged the engine into silence. In others, you pulled a dash lever that raised the exhaust valves off of their seats, thus killing the engine’s compression, and it stopped running. Let go of the lever before the engine completely stopped turning, and it would sometimes run backward! Have you ever seen diesel smoke coming out of the air filter and dust being sucked into the exhaust pipe? Still other engines of the day had a dash-controlled metal flap that would cut off the air intake supply. No air, no running engine. This control method also doubled as a safety shutoff in case the engine ran away because of a defective fuel governor. Engine runaways were not as rare as you may think, and when an engine came apart there was flying shrapnel everywhere. Ahh, the good old days. I’ll bet some of you have stories about early diesels too. Thanks, John, for the memories.

DIESEL CONVERSIONS/SWAP In past columns I have touched on the subject of engine and transmission swaps, often swapping a Cummins into other truck brands. Now comes a member’s question of turning his two-wheel drive truck into a four-wheel drive truck. His truck is a 2006 with a manual transmission. I advised the member against attempting this operation, as it would be much less expensive to just trade trucks. A closer look at the details would show that the whole front axle and suspension would have to be changed as well as the steering linkages. The existing rack and pinion steering system would be changed to a recirculating ball system. Of course a transfer case and front driveshaft would be installed, necessitating a change in the transmission tailshaft housing, adding a transfer case shifter, and shortening the rear driveshaft. Frame and transmission mount modifications would be needed, too, and reprogramming of the engine computer would be necessary. All of this could be done, but it doesn’t make sense. With member questions of this type, I always ask three questions before giving an answer. “Would I do this to my truck? Would I be happy with the results? Is there a cheaper alternative?” My answer to each question is usually no, no, and yes.

IDLE CLATTER . . . . Continued

THAT SINKING FEELING

WHAT IS ABS?

A California member contacted me with a question about his 1997 truck. After being parked for a few hours, the first time the brakes were applied, they sank to the floor. A couple of further strokes restored a normal pedal height. He discovered no leaks in the brake system hoses or piping, so he replaced the Hydroboost power brake assist unit. There was no change in operation. There was no dash light illuminated to tell him the braking system had a problem.

Anti-lock brake systems (ABS) became standard equipment on 1994 and later Dodge/Ram trucks, first on the rear brakes, and later on all four brakes. It consists of a hydraulic pump supplied with brake fluid from the master cylinder. A computer monitors wheel speeds during brake applications. If a wheel speed sensor tells the computer that one or more wheels are sliding rather than fully gripping the road surface, the computer commands the pump to release pressure and then reapply and repeat this several times a second. A sliding or skidding tire has no traction or directional stability while a rolling tire does. The rapid application and release of hydraulic pressure keeps the tire rolling but also braking and slowing the vehicle and maintaining steering control. The ABS system is infinitely faster than your leg, so in a panic stop situation the best thing to do is just stand on the brake pedal and let the ABS do its thing. Your vehicle remains steerable and will stop in less distance than if you try to modulate brake pressure with your foot.

When you step on the brake pedal, pressure is applied to a dual circuit master cylinder. The front brakes are applied by pressure on a piston in the master cylinder which sends fluid under pressure to the front disc brakes. There is a second piston on the same master cylinder shaft that applies pressure to the rear drum brakes. The pistons are sealed in the bore by O-rings, and an internal leak past one of these rings would result in a low pedal without brake fluid showing externally as a leak. It appears this is what is happening in this case, and replacement of the master cylinder is a solution. The rear anti-lock brake (ABS) module should also be checked for proper operation, too. In the case of a low brake pedal, one brake circuit, either the front or rear would still be available to stop the vehicle, but in a much longer distance. Also the electrical sensor and wiring circuit to the dash light should be checked to find out why the brake problem light did not come on.

It appears this is what is happening in this case, and replacement of the master cylinder is a solution.

MORE BRAKES A member from Texas contacted me for some guidance concerning the brakes on his 1996 truck. Although the brakes were working normally, both the brake and ABS lights on the dash were lit. We discussed possible causes and solutions. After many hours of troubleshooting, the owner took his truck to a trusted independent shop. A week later the shop called to say that they had found a faulty dump valve in the ABS unit. The owner called me again wanting to know the function of the valve in the brake system. I must admit my ignorance of the internal parts and workings of the ABS system. The problem now is that Dodge no longer stocks the needed parts, so they must be found in the aftermarket or in a junkyard. Remember that Dodge did not make this system, but bought the assembly from one or more suppliers and installed it on the truck during assembly. Sometimes the parts supplier stamped their brand name and maybe even a model number on the part or assembly and it then becomes much easier to source it from the original supplier.

DISAPPEARING COOLANT An Illinois member asked for help with a problem where coolant was leaking out of the system, but he couldn’t see any leaks. His truck is a 2006 Ram with all of 1,600 (that’s right 1600) miles, saying he has several other Ram trucks that he drives on a more frequent basis. He checked under the truck for evidence of coolant on the floor and found none. He had refilled the coolant expansion tank twice for a total of a couple of gallons of coolant, so coolant was obviously going somewhere. He called back later to say that he had pressurized the cooling system with the engine off and cold and found the lower radiator hose was leaking where it attaches to the radiator. Further investigation showed that the constant tension clamp that seals the hose end had a broken spot, and apparently it was that way from the factory. It only took nine years and 1,600 miles to start leaking! The hose and clamp were both replaced. Problem solved.

ANOTHER COOLANT LEAK An Arizona member contacted me to say that he had found coolant leaking at the front of the cylinder head in the area of the thermostat housing on his 1993 truck with nearly 400,000 miles on the odometer. This has been a somewhat common problem on older trucks with 12-valve engines. The problem seems to be more a function of time and heat/cool down cycles than miles of use. The cure is to replace the cylinder head gasket and clean the mating surfaces. Also measure the head and block surfaces for flatness and resurface them if needed. It is permissible to use the original cylinder head bolts if their length measurement is within factory specifications for new bolts. Better yet, purchase new head bolts and torque them down using the specifications provided by Cummins in the box.

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IDLE CLATTER . . . . Continued FUEL PRICES

MERCEDES PICKUP

During the summer of 2015 in eastern Tennessee I was blessed with low fuel prices, but more importantly I saw a couple of fuel stops where the price of diesel fuel was actually lower than the price of regular gasoline. In other places, diesel fuel was priced lower than premium gasoline. This situation hasn’t occurred in many years in this area. The state’s governor, an owner of the Pilot Oil Co. empire of nationwide fuel stops that include Pilot and Flying J, is pressing for a higher state fuel tax, saying the state’s highway trust fund is broke. So reasonable fuel prices in Tennessee may shortly be a thing of the past if he gets his way. Meanwhile, the marketing folks of big oil continue to play the price games with widely varying fuel prices within small region markets, so it always pays to shop before you fill-up.

Beginning on page 53 of Issue 89 there is discussion about a Mercedes midsize pickup where the editor felt there would be little chance of a diesel version with Cummins power such as is mentioned in the previous paragraph. I agree with his assessment with one exception: If Mercedes built a plant to produce this truck in the US such as it does now with the ML350/ML450 large SUV, some of which are built for export, the Cummins might become a viable option. BMW, Volkswagen and Mercedes all build vehicles for export as well as for domestic markets in assembly plants located in the Southeastern US. If the assembly and shipping costs are viable for these export models, it would be reasonable to make the case that the same could be done for a Mercedes small pickup truck and its variants with or without a Cummins engine.

ISSUE 89 COMMENTS

Editor’s note: Yes, the rumored Mercedes pickup is being built on a Nissan NP300/Frontier platform and it is to be built in three Nissan plants: Columbia, Argentina and Spain. Should the NP300/Frontier that is built in the US (Canton, Mississippi) also be badged for Mercedes, well, perhaps Jim is on to something.

Bravo, Vanessa Wilson (Issue 89, page 8) for your letter and assessment of the Turbo Diesel Register. As a technician with 30 years of wrench twisting experience, I’ll bet you have stories to tell that will be of interest to TDR members. Remember that most of us also own cars, farm equipment or RVs that all require maintenance and repair. I look forward to reading about your experiences, funny, sad, or informative.

Time will tell.

In reading John Holmes’ Ranch Dressing column over a period of many years I’ve noted that he has a lot of rolling stuff to repair and maintain for use in his and Polly’s various businesses and hobbies. At what point will John and Polly need to hire a full time mechanic and open a small store to stock all the various parts and lubricants needed for their operations? This is all said with my tongue firmly placed in a cheek to suppress a big chuckle.

Under the heading of “fairly frequently asked questions” (FFAQ), TDR members ask when and why the message can appear on their 2007.5- current trucks that says “DPF 80% full.” They worry that something has gone wrong with their truck and that the diesel particulate filter is failing. That’s not usually the case.

In Issue 89 on page 48, retired lube engineer John Martin tells us that future engine lube oil requirements will become very engine specific. I had a neighbor who was a retired BP lube engineer who used Shell Rotella T 15W-40 engine oil in everything he owned, including a diesel pickup, a gas powered Chevy Suburban, a diesel tractor, two generator sets, a couple of riding mowers, and a Kawasaki Mule. They all ran fine and lasted a long time, but those days of “one kind fits all” are clearly coming to an end.

If you make only short trips at low speeds, particularly in cool or cold weather, the engine doesn’t run long enough or work hard enough for the DPF to complete a regeneration cycle where the accumulated soot is burned off. The usual solution is to drive your truck on the highway at 60-70mph for 20 or 30 miles where the engine is working hard enough and runs long enough to fully complete a regeneration cycle. If you do this every week or two of low speed, light load use, you’ll likely never see the message.

On page 52 there was a discussion of the Atlas project, 2.8-liter Cummins engine. Hopefully this will become the “little engine that could.” Its design and power density versus weight is certainly impressive. But the icing on the cake is the self- contained emissions hardware that will make it so easy to fit into a variety of engine bays. Looking at the Issue 89 photos, it appears that the oil and fuel filters are mounted on top of the engine which should make servicing easier. It is hoped that Cummins will get plenty of buyers for this power plant since they have some extra US plant capacity in which to build it. Read below for some more pure speculation.

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A REMINDER

Editor’s note: If you want the complete story on the principle of operation—system regeneration see Issue 66, page 40. Also the Turbo Diesel Buyer's Guide, Volume 2010-2012 has two good articles (pages 24-33) that talk about the regeneration system. Jim Anderson TDR Writer

Esoteric Dissertations on Manure Shoveling by John Holmes.

THEME The editor noted that Fiat Chrysler Automobiles (FCA) has been making the headlines almost daily. Yep, and unfortunately, many of them were negative. Sometimes the headlines don’t tell the whole story. For example, the Jeep hacking story made it sound like FCA was the only vehicle manufacturer that could be hacked, when in fact Tesla has also had the same fate and the same goes for the Corvette. Hacking cars is now bigger than car-jacking! In fact, all of today’s modern vehicles are simply rolling computers that can be hacked by those who don’t have enough to do in life. Every day there’s another headline about a major company or another branch of government being hacked by the Chinese or the Russians. If the Pentagon and the email server used by General Dempsey, chairman of the Joint Chiefs of Staff, can be hacked, who should be surprised that a Jeep can be hacked when it is connected to the Internet, uses WiFi, GPS and has a satellite hookup for SiriusXM radio? Our ’14 Ram EcoDiesel has the same system. So far it hasn’t come to a stop while cruising into Kerrville, Texas, on I-10. If it should suffer from such a problem it’ll probably be because my feeble mind forgot to put in DEF when the gauge hit empty… maybe it’s diesel ...that gauge is on empty too?? LAST ISSUE I read with interest Robert Patton’s write-up on his aftermarket air suspension kit. Holy Cow! I’m glad I didn’t get the itch to do that. I was surprised when he said that his airbag system didn’t improve the unloaded ride. However, like Robert’s Ram 1500, our 1500 with factory air suspension rides like it was a Chrysler 300. As you read through Issue 89 there are so many articles about the complexity of today’s trucks…it’s positively mind boggling. In “Four Whaling,” Greg didn’t seem too enthusiastic about autonomous vehicles nor was he excited about all of the gadgets that add so much to the cost of a modern car. Me neither. I’m glad he pointed out the speed rating of 75mph on truck tires. I see them rolling down I-10 every day doing the speed limit of 80mph. I also see lots and lots of tire debris all over the road. As I’ve said before in this column, ST trailer tires are rated at only 65mph. As I sit there with the cruise set on 65 pulling our RV, they go flying by me, but I still get there first ‘cause I pass them changing a shredded tire a few miles down the road. Joe Donnelly always has some good tech articles, but what caught my attention this time was his story about May Madness. I’m so glad

he has kept that going. We did it for six years and then he took it over and moved it south to Pahrump, Nevada, from Carson City. It looks like it was a great event. I’m sorry that Stan Gozzi has retired from FCA (I know he’s happy) because I relied on him for technical information, but I’m very happy to see that he is still participating in May Madness as well as chiming in on the TDR website. Andy Redmond talked about his tools; the special ones: the ones he likes best and how he still uses his father’s and grandfather’s tools. I thought I was the only one who was still using hand tools from generations past. When we poured concrete not long ago, the contractor got a big kick out of using my grandfather’s tools for smoothing out the wet stuff. He said he hadn’t seen those kinds of tools since he was kid. I recently sent my grandfather’s ax that he used in building Camp Greenville for boys in the mountains of western South Carolina back to that facility. They were celebrating their 100th anniversary of the camp and I thought they might like a piece of history to display. In my last column I mentioned the on-line article about sticking your key fob in the freezer to keep the bad guys from breaking into your Ram. That story has stirred up a hornet’s nest. Some say the freezer, along with any steel box that acts as a Faraday cage, can suppress the fob’s signal. Some say that’s a bunch of “bunk”. The temperature of the freezer isn’t the issue. It’s all about shielding the signal. As a licensed telecommunications engineer since 1957 I can confidently say that when you electronically shield the signal of the fob with an appropriate metal “cage” you are going to leave the guys trying to steal stuff from your truck wondering what happened. This all reminds me of when I was working for Carson Dodge and there were complaints of the trucks “shifting up and down”. That started after Dodge went from the 48RH to the 48RE version of the automatic (around 1998, if I’m not mistaken). It wasn’t shifting up and down, it was the torque converter locking and unlocking periodically. A little research showed that the throttle position sensor (TPS) lead going to the powertrain control module (PCM) was in the same wiring harness as the output from the alternator. Surges in current from the alternator were introducing voltage spikes into the TPS/PCM lead and screwing things up. I simply rerouted that lead out of that harness and away from the alternator and the problem was solved. Later models simply shielded that lead and then there were no more problems. As we get more and more computer modules controlling various functions via multiplexed circuits, instead of using individual wires for each function, vehicles are going to look more and more like aircraft with their associated shielded wiring systems.

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Countdown to

What to do when you don’t know what to give. You can’t go wrong with these “best seller” items.

ELF OVERSTOCK Sometimes our elves get carried away and there’s no room left on Santa’s sleigh for his holiday run.

Towing, give your trailer a lift with a Trailer-Aid.

Shift Knobs, something to hold on to.

$49.00

Find our overstock products in the Clearance area of our website.

Rostra Seat Heater, heating your seat can’t be beat. $58.00

$49.95 For shifter and transfer case.

Aluminum DIESEL Fuel Filler and DEF Caps, outfit your truck in holiday color.

$29.95

Factory Service Manuals on CD for some light duty reading.

$35.00

Let them fill their own stocking with a Geno’s Garage gift certificate. Give them $50, $100 or $250. Call to redeem the certificate.

Filter Maintenance Kits, keep your engine clean

from

$80.00 (‘89-‘93)

Christmas Best of all, they’re all less than $100. (except 12) $

Cup Holders, a place for Christmas cheer.

12.95

$49.00

10.95

9.95

Tools, a great man-gift. (A not so great woman-gift.)

No mix & match.

$19.95

Blue and Gray t-shirts with witty imprint on the back. See our website for these great stocking stuffers. **No mix & match.**

EDGE Insight CS2,* monitor the performance

warm your truck.

1500 • 2500 • 3500 4500 • 5500

PAIR OF ‘BUMPER STICKER WISDOM’ CHRISTMAS T-SHIRTS

$32.00

Block Heater Bumper Plug and Winter Front,

ACCESSORIES

$5 from each purchase of this pair of t-shirts will be donated to the Richard M. Campbell Veteran’s Nursing Home.

Ball Caps, date night attire.

$52.00

TURBO DIESEL PARTS AND

2015 COMMUNITY SERVICE PROJECT

9.95

Dash Mats, for a cool dash

RAM

genosgarage.com

$79.95

800-755-1715

$45.95

$299.00

*The gauge pod is less than $100 when added with CS2 purchase.

Monday-Friday: 8:30AM to 5:30PM EST Tech Support 770.886.2500

RANCH DRESSING . . . . Continued STUFF I’VE READ Let’s start with the Wall Street Journal (WSJ). They emphasize the business/economic aspects of the auto industry: “Chrysler to Keep Jeep Plants Open All Summer.” It seems vacations and routine maintenance schedules were cancelled during the usual summer break. FCA can’t keep up with the demand. Tough problem to have. That brings me to an interesting response I got from Detroit about Jeeps. I asked why I couldn’t order a new 2016 Grand Cherokee diesel, while I could order every other model that FCA puts out. The memo stated that ordering for the ‘16 Grand was tentatively scheduled to open in October and the production launch is anticipated to begin in November. Look for the new models to arrive at the dealers in late December/early January. Rumors are that this delay is due to the introduction of more aluminum components and special low rolling resistance tires. Does this bring to mind the Federal fuel economy standards? In the meantime, if anyone wants a nice ’05 Jeep Liberty diesel with only 83K miles, give me a call.

Speaking of mileage standards, there was a good letter to WSJ’s editor by an engineer highlighting how ridiculous the new Federal standards are for big diesel rigs. Speaking of mileage standards, there was a good letter to WSJ’s editor by an engineer highlighting how ridiculous the new Federal standards are for big diesel rigs. He contrasted the mileage improvements (doubled) in passenger cars from 1970 until now and the feds say that trucks only have improved only about 1mpg in that time. He accurately points out that most of the fuel economy improvements in today’s cars come from weight reductions. However, trucks are made to haul freight and they weigh the same as they did in 1970. A 1mpg increase is pretty good for an 80,000-pound 18-wheeler. He goes on to say that the average new car weighs about 3000 pounds and usually is carrying two people weighing around 300 lbs. A big rig carries 50,000 pounds of freight. The truck transports 150 times as much weight and uses only five times as much fuel as the car. On top of that, since 1970 those heavy duty diesels are putting out 98% less nitrous-oxide emissions and particulate matter (soot). Sounds like an excellent record. Good news! “Diesel Prices Tank Amid Global Glut.” The world is awash in diesel, sending prices plunging. Diesel prices are usually higher since most US refineries export a lot of diesel and have less for the local market, plus federal taxes are higher on diesel than on gasoline. It seems refiners have invested heavily in new capacity for the “middle distillates.” That category includes diesel, jet fuel, heating oil and kerosene. The theory was that developing nations would need lots of diesel and industrialized nations would need lots of gasoline. It hasn’t quite worked out that way. Now refiners are dumping loads of diesel on the global market. I guess we won’t have that popular joke in recent years: I saw my low-fuel light come on so I stopped and got $10 worth of diesel. When I started up I saw the low-fuel light was still on.

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More headlines from the WSJ: “US Auto Industry Sizzled in May.” FCA posted a 4% gain in sales, their best in a decade, mostly due to Jeep sales. Next, “Chrysler Enlists Activists To Press GM on Merger.” Sergio Marchionne is really pushing for a merger with GM. GM isn’t interested at this time. I’m not too excited about it either. Sergio says that in the coming years he sees the car industry consolidating. A later WSJ article on this subject ended with the writer saying, “A merger with a larger partner would be great news for Fiat. That is why it likely won’t happen.” Oh well, FCA isn’t giving up on the idea. Company sources say time is on their side. (Editor’s note: For more on this topic see our “BITW” column, pages 30-33.) More sales headlines: “Chrysler Hits Retail Milestone, Tops Ford.” Just talking about their percentage increase there. On the negative side, “Fiat Chrysler Seeks Cut in Jeep Case Damages.” Juries have awarded $100M to $150M for deaths in high speed rear-end crashes involving 10 year old Jeeps, which at the time they were built, met all Federal crash standards. When I fell off of the ladder on a windy day trying to haul up a big board to the roof, it was the ladder manufacturer’s fault…Right? Then we jump into the “Car Hacking Takes Focus At Security Conference.” Of course FCA and Tesla are talked about. FCA already has a recall to fix the software problem. The company said, “The software manipulation addressed by this recall required unique and extensive technical knowledge, prolonged physical access to the subject vehicle and extended periods of time to write code.” The rest-of-the-story article parallels what was posted at our web site shortly after the sensational headlines made the rounds. Even Bloomberg-Business jumped on the hacking bandwagon: “Hacked Jeep Cherokee Exposes Weak Underbelly of High-Tech Cars.” They go on to say later that the Ram buy back mandate is economically no big deal. They did up a scenario of the impact if they actually did get everybody to turn them in and they could actually make a profit from the process. I got our 3500’s front suspension fixed under the recall, and no, they aren’t going to buy back our rig (the last of the non-DEF models). It’s a great truck! I got the notice that the dealer had the anti-hacking “flash” for our ‘14 Ram. Done. I feel so much better now. Bloomberg-Business had another extensive article entitled, “California Has a Plan to End the Auto Industry as We Know It.” Mary Nichols runs the famous California Air Resources Board (CARB) and she is pushing for all cars to be electric. Mary is championing the state’s zero-emission-vehicle quotas and doubles down on Obama’s national mandate to double average fuel economy to 55mpg by 2025. Nichols intends to force automakers to eventually sell nothing but electrics by 2050. Her ultimate goal is to banish the internal combustion engine from California’s highways. Elon Musk of Tesla Motors is smiling. He predicts that he’ll be selling 500,000 cars per year by 2020. As you read through the many pages, the story gets worse and worse—big truck, ships, and power plants. Also, based on public comments, it seems she and Sergio Marchionne aren’t big fans of one another.

RANCH DRESSING . . . . Continued Popular Mechanics had an interesting article entitled “The 10 CarBuying Mistakes Everyone Makes.” Their points were: 1) Not knowing what you’re after 2) Not taking a test drive 3) Negotiating from MSRP 4) Expecting to use dealer financing 5) Shopping a monthly payment 6) Discussing trade-in too early 7) Not being prepared to walk away 8) Shopping only one dealer 9) Forgetting about insurance 10) Not questioning extras at close Go forth better informed. Motor Trend picked up on the GM-FCA merger idea: “Poison Pill – How To Destroy GM” goes the headline. The author, Editor-inChief, Angus MacKenzie, says GM does not need FCA. It would create a “Nightmarish operational complexities and too many brands competing for the same customers—that sounds a lot like the old GM.” (Editor’s note: More quotes from the MT article are on page 33.) Other issues talk about the Renegade, “The Jeep Renegade most effectively balanced style with function, hands down.” This was after an off-road run: “Jeep’s Italian-Born, American-Raised Off-Road Pet Journeys from Melfi to Moab.” Then there was the “Rebel Yell – With A Jacked-Up Truck, Ram Cried More!”; talking about the 2015 Ram 1500 Rebel. Their long-term test on the 2014 1500 EcoDiesel really came out well. Of course they had to say something about the 2015 Dodge Charger R/T Scat Pack, a car everyone needs to get the kids to school on time. Road and Track also had good things to say about the new 1500 Rebel: “A Lift, Meaty Tires, and All the Attitude You Can Stand” goes the story. I love the comments from Bob Lutz at the back of that magazine. This one was about the new definition of luxury, “When people are paying $800 a month for a Tahoe LTZ and $350 a month for a Mercedes or BMW 3-series, which one is luxury?” Yeah, both the ’12 Ram 3500 and the ’14 1500 had sticker prices beyond the $50K mark!

Truck Trend had: “Why the Window Sticker Lies – EPA Fuel Economy Exposed.” I’m sure none of you TDR readers will be surprised to find out that the “sticker” fuel economy figures don’t match reality. The July/August edition is a must read. There were articles about the 2015 Ram 1500 Rebel, the 2016 Ram 2500 Laramie Limited and how “Nissan Set To Redefine The ½ Ton” (talking about the 5.0L Cummins option). It goes on with “Cummins E85 Diesel Alternative”; “Renegade – Is the New Jeep a Real Jeep?” and a “long-term” write up on the 2014 Jeep Grand Cherokee. There were rumors about a possible Jeep pickup; G.R. Whale discusses the emphasis on electrical engineering over traditional mechanical engineering in modern vehicles; and there were thought provoking stories about “Is Ethanol The Answer?” plus “The Blackbox: Event Data Recorder – Not Just For Airplanes Anymore.” All of us should read the June 15th edition of Fortune magazine, page 236, “An Engine Maker’s High-Tech Makeover.” It’s all about Cummins and how it has survived where others have failed. It specifically cites the Columbus Indiana plant that makes the engine for the Ram. Columbus is sort of a one-business town…Cummins. The article’s slant can be summed up by, “It’s a multinational, technology-driven, very contemporary company that retains some qualities of an Eisenhower-era, take-care-of-your-workers industrial giant—a business model so traditionally American that it now seems practically un-American.” The magazine did something similar to TDR’s 10 Back with “10 Years of Diesel Dominance – A Decade of Cummins, Duramax, and Power Stroke Engines” plus the history of the introduction of the Cummins engine in the ’89 Dodge Ram. Trailer Life had another good article about weight-distributing hitches. It emphasized how to improve the towing experience— sway control, etc. If you’re towing, it’s a good idea to have tire pressure monitors on the trailer, which they describe in “Under Pressure.” I know with our motorhome those trailer tires are about 60 feet behind my head while driving. You just wouldn’t know you’ve blown one. Plus that Cummins ISM would pull that trailer down the road with all four tires flat. All of these stories can be found in the July edition.

2016 TDR CALENDAR CONTEST PHOTOS

Al Mulherin’s entry.

Roland Brown’s entry.

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RANCH DRESSING . . . . Continued ON LINE How about: “The World’s First 3D-Printed Car Is a Blast to Drive.” FCA’s Sergio Marchionne says the auto industry wastes too much time and money designing and manufacturing cars. Sergio wants to consolidate to solve the problem. Jay Rogers of Local Motors agrees with the problem, but he approaches the issue from a different perspective. He says we’re still building vehicles on a production line like we have since 1915. Local’s answer to cost savings is the Strati, the first 3D-printed car. It’s a small electric two-seater for now, but with more models to come. With the advent of home 3D printers, this could bring a whole new meaning to the term “shade-tree mechanic.” (More discussion on Local Motors is found in TDReview, page 56.) Popular Mechanics has an on-line thingee called “PM.” Check it out. The other article they had that I liked was, “10 Things You Didn’t Know About Tires.” 1) Skinny tires are coming back 2) Increasing just the width of a tire does nothing to improve acceleration or braking traction 3) Wider tire treads do, however, increase cornering grip 4) Static electricity build-up is an old concern that has returned to haunt modern tires 5) Don’t expect spares to become obsolete in the near term 6) A run-flat tire can roll for more than 100 miles after it loses pressure 7) Like automakers, tire manufacturers are working doggedly to reduce weight 8) The old days of multiple tire companies vying for a particular vehicle program are giving way to a more sophisticated process 9) There are more than 200 different materials in the typical tire

you can still pull a 17,980 pound trailer. Finally, one that caught my eye was a story about a friend of mine, Rod Hall (for those who attended May Madness in the early days you will remember riding with Rod in a Hummer at the off-road track near Fernley, Nevada). Every year FCA throws a party for the automotive press at their Chelsea Proving Grounds in Michigan. Hard Working Trucks was there and they got to check out the latest stuff, but there were also some old items there such as Rod Hall’s 1987 Ram W150 desert race truck. In the ‘80s his Ram was considered the state-of-theart desert race truck and Rod drove it to victory after victory in the roughest and most demanding of off-road conditions. Bottomlinepersonal.com pointed out that you should be careful with “Hazards of Car Backup Cameras.” They indicate that some cameras have a 180 degree span while others have only a 130 degree sweep. Be sure to test the “distance” aspects of the camera – how close are you really? It’s a small screen so objects are small and you have to look carefully, plus you can become too dependent on the sucker. Remember, you’ve got mirrors, too. Truckinginfo.com had an article similar to John Martin’s “Lube Oil(s) for 2017” in the last TDR issue. They called it, “Shell Lubricants: All Cylinders Firing for Two New Diesel Oil Categories.” A follow up story read, “Two Oil Categories Rolling to the Finish Line.” They also had one on, “Keeping Diesel Fuel Clean.” Going along with that subject, have you noticed how the fuel filters are rated to filter smaller particles? Looking at Geno’s catalog, in the ’00-’02 era fuel filters were rated at 10 microns and now we’re down to 3 microns. That’s really getting the fuel clean. Caranddriver.com keeps the rumor alive with: “2017 Ram Rampage: A Front-Drive-Based Dodge Dakota Redux.” Yeah, the concept they keep pushing would be an entry level truck for Ram via Fiat, but Ram Trucks CEO Bob Hegbloom is not big on the idea. Let’s wait and see.

10) Autonomous cars may pave the way for airless tires. Trucktrend.com had another big write-up on the 2016 Nissan Titan XD with the Cummins engine. They also had an interesting article, “General Motors Thailand Starts Production of U.S.-Bound 2.8L Duramax.” That’s going in their new mid-size pickups, the GMC Canyon and Chevy Colorado. Consumerreports.com outlined, “Protect your Chrysler, Dodge, or Jeep from Hacking.” Fiat-Chrysler issues software updates for 1.4 million vehicles. Expect as many software fixes for your new Ram as you’ll get on your new computer with Windows 10. Hardworkingtrucks.com highlights: “Vehicles with Start-Stop Technology Hard on Batteries.” No kidding, how about starters? It says you’ve got to be sure to use AGM batteries as opposed to the traditional lead-acid type. Of course they had to say, “Computer Hacking Concerns New Vehicle Buyers.” Do you catch the theme here? They had a good article, “Diesel Fuel: How to Stop Engine Killing Crud.” Water in fuel leads to major internal problems starting with broken injector tips. On a different tech theme, “All About Limited-Slips & Lockers.” When you need more traction from your pickup, turn to limited-slips and lockers to get the job done. Every truck I’ve owned has been equipped with the limited-slip option. There were also articles that discussed Ram’s 2016 tow ratings: the 3500 gets a tow rating of 31,210 pounds. If you select the 2500,

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Dieselarmy.com always has some interesting stuff: “Family Lineage – The Evolution of The Dodge/Ram Diesel Engine.” Nice history article. An attention getter stated, “Cummins to End Partnership with Ram, Could This Be True?” It took several pages to boil down to…this is an internet rumor. Then there was “Did You Know It Is Illegal To Work On Or Modify Your Vehicle?” In the digital age we live in there are lots of laws to keep companies from stealing programs and information from one another. In 1998 they passed a law that covers most of this called the Digital Millennium Copyright Act (DMCA). Basically it’s illegal to copy, distribute or use a deviation of a software program. Companies have stretched this idea to say that you don’t really own the devices you use…like your cell phone. You just own the shell, not the guts that make it work. Could car makers take the same stance (it’s just a big heavy computer)? While you may have laid out $50K for your truck, you don’t actually have the right to work on it or modify it anyway? All of the Geno’s accessories you add or the backyard repairs you make are illegal! Well, that’s what the manufacturers are trying to get the Copyright Office to accept. This means you could no longer change your own oil, rotate your tires or do anything else. If the decision should go down in favor of the manufacturers this could devastate the aftermarket industry. Just think, if it’s an OBDII vehicle, you can’t touch it! Thank goodness the Specialty Equipment Market Association (SEMA) is fighting this big time with their lobbyists. Say a prayer for SEMA!

RANCH DRESSING . . . . Continued FUEL PRICES

FINALLY

The other day I pulled into the Pilot/Flying J truck stop in Junction, Texas, and saw, for the first time in a long time—the big sign read, Regular $2.45 and Diesel $2.45. An article in worktruckonline.com said, “Low Diesel Prices Enhance Clean Diesel Pickup Market”. With prices the lowest for diesel since 2009, the market is gearing up with about 20 new clean diesel cars and pickups headed for the showrooms in 2016. AAA reports that diesel is cheaper than regular gas in 21 states now. Wow! It reports that in California diesel is 70 cents cheaper per gallon than regular. This is one reason sales of electrics have sagged so much when people compare the price of fuel along with the high mileage ratings on diesels. The same can be said for the shopper viewing identical models in the showroom, one with a diesel and the other with a gas engine. Remember how the entire year’s production of the 2014 1500 EcoDiesel sold out in a few days?

As the miles rack up, I’m really pleased with our ’12 Ram 3500 and the ’14 1500 EcoDiesel. They both meet our highest expectations. I added one small accessory from Geno’s since the last time…the aluminum blue DEF filler cap. It goes nicely with its sister aluminum green fuel filler cap.

EMAILS I get emails about problems. One that I received spoke of an issue with a 2015 Ram 3500 trying to tow a 2004 Newmar Kountry Aire fifth-wheel. It seems that the Ram’s built-in brake controller was incompatible with the electric-over-hydraulic (EOH) disc brakes on the RV. I hear that is a problem with GM rigs too. Rob Kolean of MORryde International (RV suspension products) wrote: “You can install a cam module in order to enable the factory controller to work or you can have an aftermarket controller hooked up. If the owner has an aftermarket controller installed, he can choose to have the factory one still hooked up, just not in use. That is an option that some have recently chosen to do. The Prodigy P3 controller is an excellent option because it has great capability. I do not believe that it is terribly expensive and in my opinion that is the way to go.” On this same subject, G.R. Whale fired back to me, “Some of these issues seem to go away if the brake actuator in the trailer shares a good ground with the 7-way plug and that Ram’s system is said to work fine with the newer EOH trailer brakes.” I’ll add to that, be sure to check with your dealer to see if you have the latest software updates.

You know, it’s tough being a guy… If you work too hard, there is never enough time for her. If you don’t work enough, you’re a good-for-nothing bum. If you get a promotion ahead of her, it’s favoritism. If she gets the job ahead of you, it’s equal opportunity. If you buy her flowers, you’re up to something. If you don’t, you’re not thoughtful enough. John Holmes Ye old TDR Writer

2016 TDR CALENDAR CONTEST PHOTOS

Charles Estep’s entry.

Dave Lafferty’s entry.

TDR 90 www.turbodieselregister.com 81

A Feminine Perspective by Polly Holmes.

JEEP COMES HOME

NEIGHBORHOOD WATCH

After the unfortunate meet-up with a Jaguar, that tried to go under the right front wheel of our Jeep at an intersection, our Jeep came home all nicely repaired. The Jeep is a 2005 Liberty diesel and Chrysler is required to keep parts in stock for only 10 years by Federal mandate. Therefore, some of the small individual parts were not available and Kerrville Auto Body had to buy the whole front suspension assembly to complete the repairs and maintain all factory replacement components. John also ran into this parts issue when he tried to change the fuel filter recently. He had to buy the fuel filter from a local parts store as it was no longer stocked by the dealership. Finally, when the Jeep went to the alignment shop, it was found that some additional work had to be done. Now it’s all completed and our Jeep is home, running great and in its little garage.

Yep, we watch out for the neighbors and guess what? They have a lot of Rams around here. We’ve managed to catch a few of them on camera while they weren’t driving them. Mark and Ginny Rylander have a nice ’02 Ram 1500 with 125,000 miles on it. Do you suppose that the reason it’s in such good shape is that he occasionally prays with it? You see, Mark is a minister.

HAULING

Mark’s white ‘02

Next door to us Jo Ann Hansell, her husband and her son raise beautiful horses. Of course they drive a pair of red Rams. Jo Ann’s is a ’07 Ram/Cummins 2500 with 230,000 miles on it while her son has a ’14 Hemi-powered 1500. There are a bunch more Rams around here, but the problem is waving them down as they fly by the 2JP ranch.

Jo Ann’s red Rams

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After unloading critters in Junction, Texas, for the Texas Angora Goat Raisers show in June, right behind us came Barbara Sanders and Richard Hubbard of Blanket, Texas. Richard was driving a ’01 Ram 2500 hauling a big trailer full of Angora goats for the show. The truck was purchased in 2008 with 103,000 miles on the odometer. It now has 350,000 miles and looks as clean as can be. Richard also has a ’98 Ram with 280,000 miles and a ’02 with 200,000 on it. If you take care of those Rams, they just keep going and going. Barbara was written up in the July 2015 issue of Ranch Magazine in an article entitled “Barbara Sanders Loves Her Goats.” She raises registered white Angoras like I do.

POLLY’S PICKUP . . . . Continued IN THE CLOUD

SAYING THANKS

Hubby has a dumb phone, but I have a smart phone, a tablet, a Kindle, etc. It’s an amazing world where I can see pictures of Angora goats by a fellow breeder in Turkey…right now. It makes the world so much smaller. However, along with the marvels of the internet age come hackers and those pesky passwords. John and I have seen several articles recently that talk about the difficulty of working with or shutting down on-line accounts if you don’t have the on-line IDs and passwords. Facebook pages that no one is able to shut down can be a big problem (e.g. the person has passed away). When you start putting all of those passwords down on paper you will be amazed at just how many you have. It isn’t a bad idea to write down a list of all of your ID’s and passwords, just in case. Store the list with someone such as your attorney or financial adviser. I find that you need to update the list at least once a month, or sooner, as passwords frequently change. For better or worse, it’s a digital world for many of us.

Wow, fan mail from Jenny Solomon of Portland, Oregon. Yeah, we gals do like our diesel trucks! My column is sort of the “Mother Trucker” story in TDR. Our 3500 is sitting now with over a ton of pellets on it while I am battling wasps that have decided to make a home under my feed shed. This morning I set off one group and got stung six times…so I’m coming back armed with cans of spray.

TEARING DOWN WALLS That’s the name of an article written about Kelley Tate, President of Cummins Power Systems. It tells how Kelley built an era of trust between Finance and Sales. Kelley is the son of my friend and an amazing lady, Lorraine LeMon, who started out as a single mom in the ‘projects’ of Detroit. I have written about Kelley and Lorraine before in TDR Issue 79 and about his inspiring story that led him from Chief Financial Officer in 2011 to his recent promotion to President of Cummins Power Systems. Cummins Power Systems pulled out all of the stops after Hurricane “Sandy” hit the East Coast. Kelley’s article tells how he made it his mission to get the Sales and Finance Departments in a large corporation to work together to make “a deal that protects both the interests of the customer and Cummins.” He does this by “tearing down the walls” that separate Sales and Finance. To do this he puts a finance person on each sales team. By participating in the team, all parties learn how to be facilitators, not obstacles.

After my accident with the Jeep, I wrote the Kerrville Chief of Police a letter thanking the Officers that had done such a good job during the incident. I got a really nice letter back from the Chief. It is easy to complain when you have a problem, but often we forget to say, “Good job” when it is due. So, like the way Jenny brightened my day, take the time to write and say “thanks” to someone who has done a good job for you. By the way Jenny, if you haven’t read it, go back to TDR Issue 52 where in May of 2006 Robert Patton had the nerve to let me explain all of the technical aspects of our female trucks. It’s titled, “Diesel For Damsels.” I think you’ll get a kick out of it.

FINALLY I’ve been thinking…suppose men could get pregnant. • Morning sickness would rank as the nation’s number one health problem. • Maternity leave would last for two years with full pay. • Children would be kept in the hospital until toilet trained. • There would be a cure for stretch marks. • Sons would have to be home from dates by 9pm. Polly Holmes TDR’s Female Writer

Lorraine is very proud of her son and even more so that Kelley’s son has gotten an appointment to West Point! Who said you can’t make it in this country if you work hard?

2016 TDR CALENDAR CONTEST PHOTOS

Kerry and Rebecca VanEtten’s entry.

Jim Miller’s entry.

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Joe Donnelly’s Truck and Travel Stories.

NEW FAMILY MEMBERS – JEEPS!

METRIC AND AMERICAN SIZES (Post or Your Toolbox) Often times we reach for a wrench or socket and can’t immediately find what we want. Sometimes, metric or American sizes can interchange, making the task easier. Here is a table of sizes that interchange pretty closely, and the difference in actual size in thousandths of an inch. The differences with a negative sign indicate that the American size is slightly larger than the closest metric size. The asterisk indicates larger differences in size, where the interchange is not as good, and the smaller size tool may not fit on a bolt intended for the larger size. Using the larger socket or wrench may result in stripping the hex of the bolt or nut if much torque is applied.

Metric size, mm

Equivalent, inches

American size, inches

M-A, inches,

The 27mm socket is used for both the ’98.5-’02 Turbo Diesels’ Bosch VP-44 and the ’03-up CP3 injection pump shaft nut. The 30mm socket is used for the ’94-’98 Bosch P7100 injection pump shaft nut, and the 22mm is for the ’89-’93 VE pump nut. The 16, 19, and 24 mm sizes are used by various years’ injection lines and injectors.

.1575

5/32

.1563

.0012

.315

5/16

.3125

.0025

.4331

7/16

.4375

-.0044

.5118

1/2

.5000

.0118*

.5512

9/16

.5625

-.0113*

.6299

5/8

.6250

.0049

.7480

3/4

.7500

-.0020

.8268

13/16

.8125

.0143*

.8661

7/8

.8750

-.0089*

.9449

15/16

.9375

.0074

1.0630

1-1/16

1.0625

.0005

1.1811

1-3/16

1.1875

-.0064

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In June, 2014, we bought a Dodge Dart for a high gas mileage car and it has been excellent. However, my wife has been wanting a vehicle that sits higher, but isn’t as big as the Ram, so she can get in and out easier. Meanwhile, my daughter was planning to move to Denver and wanted a vehicle that would be good for commuting to work and for exploring trails in Colorado on weekends. Given the snow in the winters and her other criteria, we looked at four-wheel drive vehicles, including the Jeep Wrangler Unlimited, which of course is the premium off-road vehicle and is excellent in snow. It also retains resale value far better than most vehicles. The question was whether it would be comfortable and driver-friendly in urban commuting situations. After driving one, both she and I were very impressed with the improvements in ergonomics, user friendliness, and capabilities of the new Jeeps. She bought one in the mid-level price range, with limited slip differential, towing package, power windows and power door locks. The max-towing package includes 3.73 differential gearing, which is a good compromise for on- and off-road use. She is very happy with it. My research into Jeep features and options resulted in my purchase of a Wrangler Unlimited Rubicon to fit my interests in a vehicle even more off-road capable than my Ram 3500, while being suitable for my wife as an urban warrior. If you are looking for a vehicle with similar characteristics, check out today’s Jeeps. They are very modern in conveniences while retaining not just the legendary Jeep capabilities but also some enhancements over earlier Jeeps in off-road performance.

Copper brown Sport S Jeep Unlimited, and Anvil Jeep Rubicon Unlimited.

HAVE RAM, WILL TRAVEL . . . . Continued AUTOMATIC TRANSMISSION, TEMPERATURE, ETC. The following are comments by TransEngineer, a Chrysler transmission engineer who participates at the TDR’s web site forums: I don’t have exact sales figures, but here is the approximate breakdown for all 2014 Turbo Diesel trucks (both regular pickups and cab-chassis, lumped together): • 68RFE = 68% • Aisin = 27% • G56 (manual transmission) = 5% Attached is a fluid level chart for 68RFE that gives minimum, nominal, and maximum level (in mm from tip of stick) for each temperature. This should be more helpful than the simple COLD and HOT zones when setting your fluid level. 68RFE Oil Level Curve Temp (°F)

Min

Nom

Max

100

110

120

130

140

150

160

170

180

190

200

Check fluid with engine idling in Park on level ground. Sump temperatures are in °F. Fluid levels shown are in mm, from the tip of the dipstick. 68RFE Oil Level Curve. Fluid temperature vs. minimum, nominal, and maximum fluid height in mm on the dipstick, from its tip.

Editor’s note: The engineer types sent a chart showing every temperature in the 70° to 200° range. For clarity and trend analysis, I condensed the chart to show the changes every 10°. The 10° chart clearly shows the trend (add 3-4mm for every 10° higher). Because the fluid density changes with temperature, as the fluid heats up, it expands, which raises the level. This is why it can be a challenge to design the proper oil level for a transmission. The transmission must operate from very cold temperature (-40°F) to very hot temperature (275°F) without fluid being so low that the filter sucks air, and without being so high

86 www.turbodieselregister.com TDR 90

that the fluid gets into the geartrain (which churns it up and foams the fluid). But the level changes dramatically as the temperature changes. Not only that, but the transmission also has to endure angle changes (going up or down steep grades, or going sideways along a slope), plus the G forces that come from acceleration, panic braking, and extreme cornering. So designing the transmission oil pan and the corresponding fluid level is not a simple task! On the 68RFE or Aisin you can actually check the fluid in Park or Neutral (they are identical from a hydraulic standpoint), but we recommend Park from a safety standpoint. The normal transmission temperature reading comes from a thermistor that is inside the middle of the solenoid module (on top of the valve body). So it basically reads transmission sump temperature (although inside, rather than outside, the valve body). If you want to add your own thermocouple to read transmission temperatures, I would put it on the line coming from the transmission to the cooler. That will have the hottest oil anywhere in the system (when the torque converter clutch [TCC] is unlocked). This is the upper line on the transmission. Typically, you can just affix a thermocouple to the outside of that line, and wrap it with some sort of insulator (like a piece of rubber heater hose). That is a lot easier than trying to tap into the line itself, and the temperature reading you get will still be within a couple degrees of the fluid temperature inside the line. Check to see whether you have a thermal bypass valve (TBV) in your cooler line. This is an H-shaped block of aluminum, somewhere in the middle of the cooler lines, that has four lines connected to it. If you have a TBV, then you’ll want your thermocouple somewhere on that upper transmission line, before it gets to the TBV, not between the TBV and the cooler. If you do install a thermocouple like this, note that this fluid will be much hotter than the sump oil when under a load with the TCC unlocked. In this line, temperatures of 240°F to 260°F are not unusual. I would start to get concerned when this temperature hits 270°F, although you can run for short periods of time at even higher temperatures (even up to 300°F) without a problem. But if this temperature starts getting too high, downshift to a lower gear, or (if in stop-and-go traffic) shift the transmission to Neutral when you’re at a stop. Note that when the TCC engages, the transmission will send sump oil to the cooler, so you will typically see the temperature drop dramatically once the TCC engages. If the TCC unlocks, the temperature will instantly rise again as oil from the converter is sent to the cooler. Okay, if you installed a temperature probe in the “to cooler” line, then it is normal to see large (and rapid) fluctuations in this temperature. Here is why: When the torque converter clutch (TCC) is unlocked, cooling oil is sent through the converter (where most of the heat is generated) and then directly out to the cooler. So the temperature in the cooler line will be “converter out” temperature, which is the hottest oil anywhere in the system. But, when the TCC is engaged, the flow within the converter is reversed, and line pressure from the pump is fed to the cooler instead. Engaging the TCC drastically reduces (or eliminates) the heat generated within the converter, so now the flow through the converter (which is much lower in both volume and temperature) is simply routed to the sump.

HAVE RAM, WILL TRAVEL . . . . Continued Again, with TCC unlocked, you will see hot “converter out” fluid in the transmission line. With TCC engaged, you will see much cooler oil (actually a mixture of sump oil and cooler return oil) being fed to the cooler. Thus, as your TCC switches between unlocked and locked, you will see the transmission cooler line temperature go up and down (very quickly). This is not because the converter somehow instantly cooled off (or instantly heated up). It is because we are deliberately flowing hot or cool oil to the cooler.

Further comments from the TDR Member:

Editor’s note: At this point in the TDR website online discussion “TransEngineer” was asked a question by a TDR member about a high temperature reading he observed (almost 300°) when pulling his trailer in a long traffic jam situation. The response from TransEngineer:

The response from TransEngineer:

If you sit at a stop, with the transmission in gear (Drive or Reverse), you will constantly be pumping heat into the converter oil. That is why the cooler line temperature will increase (to drastic levels). And at a stop, there is little or no airflow through the cooler, so not only are you generating extra heat in the converter, you are not removing any heat!

...I forgot to mention what had me checking the transmission temperature in the first place. I let my foot off the brake to pull forward after sitting for about 30 min in traffic and the truck barely moved forward but rpms would climb. Same in reverse. Then I sat for 5 min to let the transmission cool in neutral. It was fine after that. I’m not sure what that was all about?

I would guess (since you apparently had no faults and no CEL) that it was probably behaving normally, but the extra heat that you had developed caused the fan to kick on. The fan is pretty loud when the fan clutch is fully engaged and the engine revs up, so typically you notice the extra fan noise and it seems like the engine is revving up higher than normal (when in reality it is not actually slipping or revving too high). So probably nothing to worry about. Just make sure to shift to Neutral next time when you’re stuck in a line of traffic! Often a disabled TCC is the cause of overheating. But you should set a P0740 fault if your TCC is not engaging properly.

So, bottom line: 1. Seeing “high” temperatures (higher than normal sump temperature, like 210-250°F) in the transmission-to-cooler line when driving at lower speeds with TCC unlocked is NORMAL. I would start getting concerned if that temperature went over about 270°F. No panic, but I would try to cool it down. 2. When in stop-and-go traffic, shift the transmission to Neutral while at a stop. That will stop the extra heat generation within the converter. You may see your temperature spike up after you shifted to Neutral, but shifting to Neutral was not a mistake! I suspect that at idle (in Drive), you had very little cooler flow, so the oil inside the converter got very hot (340°F). Then when you shifted to Neutral and bumped the idle speed up, that increased the cooler flow and pushed the hot oil out of the converter and into the cooler line (where you would see your gauge temperature jump up). But rest assured that shifting to Neutral was the right thing to do!

Code P0218 just means the sump temperature hit 240°F (which you already knew). But P0868 popping up again is a concern. Check it with a scan tool to see whether your Line Pressure is matching Desired Line Pressure. They should match (within 1-2 psi) whenever the engine speed is ~1200rpm or higher. See if your LP is stable, or is fluctuating (when DLP is stable). I’m talking the Line Pressure reading (from the PCM), read using whatever scan tool or display you have. But there is also a Desired Line Pressure (DLP) reading, and you should watch both. LP should match DLP. You cannot base anything on the LP reading alone (unless it reads 30 psi all the time!). Is 60 psi line pressure “low”? That depends. If DLP = 60 psi, then 60 psi LP is okay. If DLP = 120 psi, then 60 psi LP is low. You have to know what the line pressure should be (the DLP) in order to tell whether you are okay or not. DLP varies with torque and gear position.

So I don’t think you “fried” anything, and you probably don’t need to worry. 2016 TDR CALENDAR CONTEST PHOTOS

Carl Rockel’s entry.

Lars Wells’ entry.

TDR 90 www.turbodieselregister.com 87

HAVE RAM, WILL TRAVEL . . . . Continued MANUAL TRANSMISSION TEMPERATURE AND LUBRICANT HORSEPOWER DRAG TESTS In Issues 30, 31, and 33 (among others), I discussed lubricants for the New Venture 4500, five-speed transmission (used in ’94-’02 year model trucks). For this gearbox Dodge recommends Castrol Syntorq, which may be hard to find now. Lubricant selection for manual transmissions continues to be a subject of conversation on the TDR website forum. The Dodge folks introduced the larger NV5600 transmission in 2000 and it was offered until the 2006 model year. It was almost double the weight of the NV4500. Its recommended lubricant was a Pennzoil Syncromesh, 30-weight oil or Mopar 4874464. Lubricants for the G56 transmission (’06 to current) were discussed in detail in Issue 81. From 2001 to the present, I have used Torco RTF with excellent results in many manual transmissions, including the NV4500 and NV5600. I have preferred the shift quality over time with Torco versus the factory fill for the NV5600, Pennzoil Synchromesh Manual Transmission Fluid. With either transmission, I have preferred to adopt regular lubricant change intervals rather than the factory allowed long-term use. After extended use of RTF, the brass synchronizers show no erosion or other negative effects from this lubricant, even though it is rated GL-6 versus GL-4 for the Castrol Syntorq. I have also noticed no visual fluid degradation over time and use, whereas the Castrol develops a black sludge over time. I used three considerations for testing: (1) lubricant horsepower drag; (2) lubricant temperature under different driving conditions; and (3) shifting quality and life of the synchronizers, etc. in the transmission.

Back in 2001 (Issue 62, page 21, showed the test data), I dyno tested 5 lubricants for coast-down horsepower drag in the ’94-’02 model year gearbox, the NV4500. My thanks to Diesel Dynamics for dyno time, expert operation of the dyno, and donating one of the lubes we tested. The topic of manual transmission lubricants (see the aforementioned TDR references) continues to bubble up at our web site, at other web sites, at truck shows, etc. So, rather than send you on a tripto-the-TDR library, here are the reprinted results from the 2001 testing that I did. The Castrol Syntorq that was tested was Mopar PN 4874459. Several coast-down dyno runs were made with each lubricant, from 110mph down to 90mph. Power runs were made to warm each lubricant to 130° and 140°. Lubricants were drained using a 3/8 NPT drain plug that had been installed in the side boss at the bottom right rear of the transmission main case. Residual lubricant was sucked from the transmission with a turkey baster that had a piece of clear plastic tubing on its tip. In that way, cross-contamination of lubricants was minimized. Three name brand 75-90 synthetic gear lubes, GL5 or GL6, were tested and had noticeably more drag than Castrol Syntorq. One other lube, Torco Racing Transmission Fluid (RTF), had almost the same drag as Castrol. At most points on the curves that were checked, RTF had about 0.1 hp more drag than Castrol Syntorq. The RTF is rated 75, 80 and 85 weight, and GL-6. Torco said it does not have the “aggressive” additives that are hard on soft metals. They have tested it extensively in road racing with transmissions such as the Corvette six-speed. Over twelve years of use I have found no problems with the brass synchronizer liners, or bonding resin. The differences in drag among the lubricants were small but reproducible and represent one factor that may have significance in selecting a lubricant for your NV4500 or NV5600 manual transmission. I suggest that anyone who subjects the manual transmission to heavy usage should use a temperature gauge with two senders, one in the transmission fill plug and one in the differential (get brass 3/4 NPT bushings with a provision for the 1/8 NPT sensor. Results from the dyno tests, in friction (drag) horsepower, at 130 degrees F, are summarized below. At each temperature, six different miles-per-hour (mph) were selected arbitrarily and the results were printed out automatically on the graphs by the data system for those cursor positions.

2. Pennzoil Synchromesh transmission lubricant for the NV5600, and Torco Racing Transmission Fluid (RTF) which I have used in the NV4500 and NV5600.

88 www.turbodieselregister.com TDR 90

MPH

Castrol Syntorq

Torco RTF

75/90 GL-6

75/90 GL-5+

75/90 GL2-5

107.98

26.1

26.2

26.8

26.4

26.9

101.69

21.3

21.5

21.9

21.7

22.0

101.36

21.2

21.3

21.5

21.4

21.8

99.32

19.9

20.0

20.5

20.2

20.5

96.01

18.0

18.6

18.3

18.4

90.91

15.7

16.2

16.0

16.1

HAVE RAM, WILL TRAVEL . . . . Continued Results from the dyno tests, in friction (drag) horsepower, at 140°, are summarized below:

MPH

Castrol Syntorq

Torco RTF

75/90 GL-6

75/90 GL-5+

75/90 GL2-5

107.22

25.1

25.2

25.6

25.5

25.4

102.29

21.5

21.7

21.8

98.94

19.5

19.8

19.9

19.8

94.73

17.2

17.3

17.5

93.70

16.7

17.0

17.1

17.0

91.91

16.0

15.9

16.1

16.0

16.3

What can we gather from the above data tables? None of the other lubricants was better than Castrol Syntorq for low horsepower drag. One other lubricant, Torco RTF, was specially formulated for transmission use. This lubricant was very close to Castrol in horsepower drag. If you are concerned about using a lubricant that is “only” GL-4 rated (and this rating is usually considered adequate for transmission gears), Torco RTF may turn out to perform very well, while giving a GL-6 protection package. Some folks who have added a lot of horsepower and torque feel that a GL-5 or GL-6 additive package is a good idea. Finally, if you prefer some other gear lubricant for whatever reason, try it but monitor transmission lubricant temperature as a minimum to verify its performance.

Editor’s notes: Okay, the above gives you Joe’s test data. Now my words of caution: The lubricant specified for the NV4500 five-speed gearbox that was used in trucks from ’94-’02 is a 75W-90, GL-4 or 80W-90, GL-4 rated synthetic oil. Often members will ask about the GL-4 rated Castrol synthetic gear lubricant (75W-90). If the GL-4 classification is good, shouldn’t a GL-5 rated lubricant be better? In the case of the NV4500 gearbox, not necessarily so. The GL-5 oil uses twice the amount of sulfur/phosphorous additive package as GL-4. At high temperatures the phosphorous plates out and rduces the coefficient of friction of the synchronizer rings. (New Venture Gear has seen this on shift stand tests.) Since there’s twice as much of it, there’s more of a detrimental effect compared to GL-4. However, Joe has had good luck with his Torco oil. We report, you decide. Joe Donnelly TDR Writer

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SUSPENSIONMAXX.COM TDR 90 www.turbodieselregister.com 89

Truck Accessorizing with Scott Dalgleish.

Kawell Flood Light

I’ve spent this last quarter mostly planning future upgrades for my ’98.5 2500 Quad Cab, “Red Ryder.” Although not a big fan of suspension lifts, I am a fan of enhancing the Second Generation’s ride and handling characteristics. Last issue I stepped up to a larger tire size (35”) and I mentioned the new size rubs slightly on the control arms. I hope to have remedied the situation and improved the ride and handling by next issue. I have held off upgrading Red Ryder’s brakes with EGR’s carbon Kevlar pads as well as the slotted rotors, thinking I am going to do everything at the same time.

I installed the Kawell flood lights in my Fusion rear bumper and could not be happier with the purchase. Originally when I had the bumper built, I had Fusion provide cutouts and mounting plates for Rigid flood lights. Since that time I found Kawell LED lights available on Amazon for a fraction of the price. The dimensions are the same, so fitting the Kawell lights proved no problem.

I have resigned myself to pull the dash and replace the heater core with a new unit and, as long as I am behind the dash, I may as well replace the air conditioning evaporator as well. I picked up both parts from Geno’s Garage. So besides enjoying the ride, what have I been doing, you ask? Spending time with my new best friend Tucker. Tucker has been busy showing me the things that are really important in life like chasing birds or taking a swim in the lake or afternoon naps. He has his priorities straight.

Kawell model K3-3016 is a two-pack of 16W flood lights rated at 1,000 lumens. The price for both lights is $34.99 and shipping was free. I love free shipping. For an additional $12.99 you can purchase the wiring harness. I opted out of the harness, preferring to make my own.

Specifications The Kawell floods specification are as follows: • LED Power: 16W • Operating Voltage: 10–30V DC New best friend, Tucker.

• Waterproof Rate: IP 67 • 4pcs *4w High Intensity Cree LEDs • Color Temperature: 6000K • Beam: Flood • Material: Diecast Aluminum Housing • Lens Material: PMMA • Mounting Bracket: Stainless Steel • Lumens: 1,000

90 www.turbodieselregister.com TDR 90

BACK IN THE SADDLE . . . . Continued

One of the beneficial features of using LED lights is the amperage draw for this 1,000 lumen package is but a fraction of what conventional or halogen lighting would be. Installation The Kawell flood lights were packed neatly. The mounting hardware is a good quality stainless steel and Kawell included the correct size hex head wrench to assist with the assembly. My fingers are way too large to fish the smallish nut into the precast fixture and align the mounting bracket while attempting to start threading the stainless hex head screw into the housing. It reminded me of one of those wicker finger puzzles in which the harder one tries to pull his fingers out, the tighter the puzzle grip becomes. At any rate, I found the use of a very small needle nose pliers help to position the nut.

I mentioned earlier I did not purchase the wiring harness. I’m not big fan of crimp-style connections and it seems that premade a harnesses either have too much or not enough wire. I like to measure off what I will need; select my wire color, then install the wire inside split loom, which I have found makes pulling the harness an easier task. Not only is it easier to pull the assembly, it is also protected from abrasion, weather and wear.

Once I had the wire/loom pulled into position I made my connections at each end. The LED’s are polar so it makes a difference which of the Kawell supplied wires is connected to positive and which is connected to negative. I tested both flood lights prior to mounting them into the Fusion rear bumper. I like to take the time to solder and heat shrink the connections. In all the years I have been installing and modifying automotive electrical systems I have never had to go back and repair a loose solder connection. I wrap black electrical tape over the heat shrink, then tuck the connection inside the split loom. Once the assembly was complete, mounting the floods into the cutout prepared by Fusion was straightforward. The center hole in the flood light bracket aligned perfectly with the predrilled hole in the mount provided by Fusion. The Kawell flood filled the cutout perfectly, as though it was made that way.

TDR 90 www.turbodieselregister.com 91

BACK IN THE SADDLE . . . . Continued Switch On/Off

What’s Next?

Making my own wiring harness also gave me the flexibility to operate the lights any way that I want. One possibility would be to wire the floods into the OEM backup light circuit so that when “reverse” is selected the lights will automatically turn on. Another would be to wire the floods as described and add the ability to switch them on or off independently of the gear selector. I chose the latter, independent switching.

Next time: suspension upgrades, a new heater core, A/C evaporator, gas slotted rotors and carbon Kevlar brake pads from EGR. Another turbocharger is still in the works…and more time with Tucker.

I selected a convenient location for the switch in the knee panel below and left of the steering column. This location is out of the way so it will not get accidentally bumped “on,” but still convenient to reach when I want to flood the area behind Red Ryder to illuminate backing up or night hitching.

Scott Dalgleish TDR Writer Source: Kawell LED Lights Available from Amazon.com

Results I am very pleased with the Kawell flood light performance. It seems the older I get the more difficult night vision has become. These lights make nighttime rear vision feel safe and secure. The two light package can be adjusted to illuminate an area twenty feet wider than Red Ryder’s width and forty feet to the rear.

2016 TDR CALENDAR CONTEST PHOTOS

Ray Wherley's entry.

92 www.turbodieselregister.com TDR 90

. er ly. ov i b am ta r f is ou th y ld t o F o e ad v Gi

Countdown to Christmas What to do when you want more at Christmas than just your “two front teeth?” Give this page to your family with best-seller picks from our staff.

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49.00 WD_CB

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’03-’09

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Replacement Dashboard

Mount to existing seat bolts and provides a mounting surface for accessories and CB.

We’ve bought the tooling and now we have replacement dashboards in stock. Instructions (TDR Issue 82) included with each dash. Best of all, it’s made in the USA.

(‘98-‘02, 2500, 3500)

(‘94-‘09)

AAGC Diff Cover, 14-11.5 Dress up the differential in your ‘03-‘13 truck with this practical gear cover that is made for us by Mag-Hytec. The sight glass allows you to check the diff fluid level “at a glance.” $

Ram 1500 EcoDiesel Fuel Filter Removal Tool

’94-’97 and ’03-’05 replacement dashes also available.

Avoid taking a diesel fuel bath when removing the fuel filter by using this handy tool.

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The DRD8-2 dash has a flat shipping fee of $40 to the continental US.

239.95

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Boonie Boxes (‘94-‘12)

Condenser Guard (‘94-‘16) Protect the air conditioning condenser in your Ram 2500/3500 truck with this affordable condenser guard.

A collection of spare parts for Ram Cummins trucks that can be stored away in case of a problem while traveling in the “boonies.”

EGR1

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James Langan talks about his Fourth Generation Truck.

GREEN FILL CAP Truck body armor, winches, aftermarket tires, and similar modifications are my style of all-dressed-up, generally not shiny, add-ons. However, I’m not immune to adding a few pretty bits of bling just because I like or want them, but they should also be functional. The Aluminum Fuel Fill Green ‘DIESEL’ filler cap From Geno’s Garage is arguably as functional as it is attractive for those of us who don’t like our naked (filler) necks exposed to the world behind the factory unlocked fuel door. Despite the naysayers, dirt can enter the capless filler more readily than a traditional capped neck. I’m a fan of the Geno’s filler cap and won’t leave home without it.

BLUE DEF CAP The OE blue plastic diesel exhaust fluid (DEF) filler cap works fine, though it looks mighty plain next to the new DIESEL fill cap behind my All-Sales locking aluminum fuel door. Plus, I’ve never been a fan of tethered caps that either dangle on the truck paint or get in the way during filling. The latter is my minor gripe with the OE fill cap; I’d rather cut-the-cord and completely remove a cap for my fill-ups. Forgetting to replace caps has not been a problem for me during 35 years of driving.

OE DEF cap vs. the beautiful aluminum Geno’s piece.

The anodized blue, aluminum DEF filler cap from Geno’s Garage was calling. Two O-rings seal the filler well, there is no tether so it’s not in the way during filling (though the OE cord can be reused if you prefer), and it’s a sharp match for the green aluminum cap. For these newest generation trucks, exhaust fluid is a critical, life-sustaining juice. To spin a few familiar words, our motto could be—until DEF do us part.

I’d rather cut-the-cord and completely remove a cap for my fill-ups. Forgetting to replace caps has not been a problem for me during 35 years of driving.

94 www.turbodieselregister.com TDR 90

A perfect match. I chose to not reuse the lanyard.

STILL PLAYS WITH TRUCKS . . . . Continued

BULK DEF AT THE PUMP Astute readers of the TDR know the exhaust fluid gauge is not nearly as accurate as the fuel gauge. This is not a problem, with the selective catalytic reduction (SCR), filling the tank is a relatively infrequent chore. Yet it’s nice to know the (in)accuracy of the gauge and your typical consumption. Knowing the last half or quarter of your DEF may appear to burn much faster, and planning for convenient fill-ups is more appealing than seeing the “Speed Limited to 5mph in 200 miles” warning and the subsequent countdown in the EVIC.

First DEF fill-up before adding the blue Geno’s cap.

DEF Fill-Up #2

Fill DEF or be prepared to crawl.

My definition of convenient is buying bulk fluid dispensed from a pump at a truck stop. The bulk stuff costs less, and you can purchase only what is needed to top-off which makes consumption calculations easy. You also avoid overfilling messes and partially consumed containers collecting dust. One downside to buying bulk DEF at truck stops is that pay-at-the-pump may not be available, making it a pain to go back and forth to the fuel island. Once you find a vendor you like and establish a routine, it should be easier.

DEF Fill-Up #1 My first exhaust fluid purchase was in March 2015, with little loaded use over the initial 6,700-miles, but during a 2000-mile trip crisscrossing the Intermountain West. A few days before I’d departed with the odometer reading approximately 5,000-miles and the DEF gauge showing just under half-full, apparently an overly optimistic reading. On the final day of my trip, scooting across Interstate 80 toward home, the tank became critically low, and I had to find DEF at an unfamiliar truck stop in Salt Lake City, Utah, before heading across Nevada. Had I realized the exhaust fluid was close to three-quarters empty, I would have topped-off before leaving. After spilling a few ounces of exhaust fluid because I didn’t have the nozzle fully inserted and/or the pump’s high flow, the tank swallowed 5.111-gallons. This cost $15.33, the Ram got 1,310 miles-per-gallon of DEF (cost per mile 1.17¢).

Driving 3,400 miles since the first DEF fill, mostly loaded to the gross vehicle weight Rating (GVWR), the needle was slightly above onequarter, with the odometer just above 10,100. Barring a higher rate of exhaust fluid usage in the future, topping at 5,000-mile intervals seems like a good way to avoid the fill now warning. Using the same local truck stop where I use the commercial scales for gross weight checks, I learned their filling procedure; prepay inside and pump fuel first. Filling the exhaust fluid to the brim took 4.404 gallons, $12.55, with a consumption of 815.33 mpg (cost per mile 1.54¢).

That’s no longer my sentiment after seeing a Ram 5500 with the tank hanging below and outside the frame, under the driver’s door.

Previously I’d wished for the larger DEF tank from the chassis cab trucks for more range. That’s no longer my sentiment after seeing a Ram 5500 with the tank hanging below and outside the frame, under the driver’s door. That would be a rock magnet for some of my travels and is a deal-breaker. Now I know I prefer a regular pickup with the smaller cell above and between the frame rails, protected by a metal plate. During this second DEF filling and truck fueling, I was surprised and happy to discover that a high-flow commercial nozzle for diesel fuel not only fits into the Ram’s capless filler neck, but that the truck would actually accept the fuel without stopping. Only the slowest setting was used, but the restrictive filler necks for the dual tanks on my old 1996 F-350 would always prevent filling with high-flow commercial pumps. A win for Ram, again. It wasn’t a bad time to fill the exhaust fluid, but a gauge cluster surprise encouraged me to do so immediately.

TDR 90 www.turbodieselregister.com 95

STILL PLAYS WITH TRUCKS . . . . Continued PEDAL POSITION SENSOR/SWITCH REDUCTANT LEVEL TOO LOW CODE While driving home from a camping trip in July, a warning bell sounded and the check engine light (CEL) illuminated on the dash. The truck was running well, mostly, though there was a slight engine miss and some roughness during light-accelerator applications that I didn’t think much of at the time. The DEF needle indicated over one-quarter. Once home, I used my PLX Devices Kiwi 2 WiFi OBDII interface and the DashCommand app on my iPad to read and later clear a few codes. The stored codes included:

P2122 - Throttle/Pedal Position Sensor/Switch “D” Circuit Low P2127 - Throttle/Pedal Position Sensor/Switch “E” Circuit Low P203F - Reductant Level Too Low P026A - Unknown Diagnostic Trouble Code

With the exhaust fluid tank indicating slightly more than one-quarter, I was surprised to see the “Reductant Low” code, but I filled it the next time I drove the truck as detailed in the preceding paragraphs. The pedal codes were more worrisome, and I immediately assumed these were caused by my pedal spacer modifications chronicled in Issue 89’s Still Plays with Trucks column. However, internet searches revealed that these pedal codes are not uncommon. Their presence and persistence extends back several years and includes Third Generation trucks.

Doesn’t look too low, but took 4.4 gallons to fill.

Still, I thought it wise to revisit my pedal spacer modification, thinking I should attempt to do something just in case my pedal modifications were part of the problem. The first time I tried to clear the codes they were not erased. Before attempting to clear them a second time, I cycled the key on/off a couple times, pushed the accelerator through its range of travel with the key-on/engine-off, started and ran the engine briefly, then tried again and the codes did not persist. My recollection was that I’d last used a quarter for the pedal spacer, but a nickel is what I found glued to the pedal assembly. Substituting to a slightly thinner penny, I squeezed it and doublesided mounting tape in my vise to reduce the overall thickness, with no issues thus far. Replaced the nickel pedal spacer with a penny—just in case.

2016 TDR CALENDAR CONTEST PHOTOS

Jonathan Kriebel’s entry.

96 www.turbodieselregister.com TDR 90

Wayne Elit’s entry.

STILL PLAYS WITH TRUCKS . . . . Continued MOPAR WINTER GRILLE COVER As part of the “Cold Weather Group” package my truck arrived with a Mopar Winter Front Grille Cover in a plastic bag inside the cab. The truck was purchased in June, but once the cold weather arrived I decided to have a look at the Grille Cover and see if it was going to work for my planned front winch bumper modifications. I was pleasantly surprised. The Mopar part number is 82212217AC, the price $142.

Looks better and works well with just the grille covered.

WINTER WIPER BLADES

Test fitting the Mopar Winter Grille Cover before modifications.

In addition to a stock truck that sports nothing more than the factory front bumper, the cover is designed to work with a snow plow or other similar appendage on the front. The lower flap that covers the cooling slot in the front bumper is easily separated from the main Grille Cover by removing a long red thread provided for just this purpose. Using small scissors and a seam ripper from my wife’s sewing kit, after a half-hour of careful snipping I was able to remove only the red thread. With the lower flap discarded the Grille Cover fits well and looks great, maybe better. Kudos to Mopar for making their winter front fit both bone stock and modified trucks.

Snow and ice are a reality of winter driving in my part of the West. Factory windshield wipers are rarely up to the task; the exposed framework freezes and the adequate, uniform pressure needed for a clean wipe is compromised. In decades past I ran two sets, the standard exposed-frame style during the warmer months, and a set of traditional winter blades with rubber covers over the frames. Now I run one-piece, molded, contour blades on all our vehicles, which work well during all seasons. There are no rubber covers to rot and fail before the rest of the blade. ANCO Contour C-22-UB (22-inch) replacement wipers were purchased from Amazon for $13 each. It’s nice to drive a truck with matching-length blades again.

ANCO Contour winter wipers.

2016 TDR CALENDAR CONTEST PHOTO

Removing only the red thread detaches the Grille Cover’s lower flap.

Brian Edwardsʼ entry.

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STILL PLAYS WITH TRUCKS . . . . Continued

IS YOUR FUEL HEATER ON? Because I’m an ounce of prevention guy, routinely including fuel additive during my fill-ups is part of my focus on keeping the system clean and flowing in cold weather. Late model Rams have both engine- and frame-mounted fuel heaters that help prevent jelling in cold climates. Yet, while surfing the TDR website, I found an active thread regarding the fuel heater(s) on “most 2013 and some 2014” Rams not being activated from the factory: http://www.turbodieselregister.com/threads/245765-Most-2013and-some-2014-NO-fuel-heater-engaged?highlight=fuel+heater. Last winter was unseasonably mild in Northern Nevada, but before making a 2000 mile roundtrip across Utah, Wyoming and Colorado—with projected lows in the teens and single digits—it seemed wise to confirm that heaters functioned on my rig. TSB 14-001-14 applies to trucks built before 12/14/13 that may experience a hard or no-start condition due to fuel jelling in temperatures below 20° and/or a malfunction Indicator Lamp (MIL) from triggered diagnostic trouble codes (DTC) when the framemounted filter heater is not functioning. For the trucks that need fixing, a trip to a dealer and a reflash of the body control module (BCM) will be necessary.

Diesel frame heater 30-amp fuse, position F37 in the under hood fuse/relay box.

Opening the fuse and relay box under the hood on the driver’s side, just forward of the battery, I used the legend inside the lid to locate F37, which is toward the front and just left (driver’s) of center. The legend clearly lists position F37 as “DIESEL FRAME HEATER.” Carefully pulling the purple-pink fuse, and then turning the ignition key ON (engine off), I used both a test light and a voltmeter to confirm my BCM was powering the circuit. Crawling under the rear of the truck with a test light, I also easily confirmed power was reaching the rear heater itself. (This was after I stopped trying to check for power at the water-in-fuel connector instead of the heater.) Testing the diesel frame heater circuit.

2016 TDR CALENDAR CONTEST PHOTOS

Nick Sullivan’s entry.

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Chris Reynolds’ entry.

STILL PLAYS WITH TRUCKS . . . . Continued TOWING MIRRORS In a recent “Ranch Dressing” column, John Holmes shared that he’s observed fewer truck drivers offering the traditional and friendly flash of lights (marker or headlights) to say thank you, or clear to move over, to other drivers of large outfits, including Turbo Diesels pulling trailers. I’ve not been pulling trailers at night much recently so I haven’t noticed this. However, I have noticed plenty of folks pulling travel trailers with nothing more than the standard, inadequate Minnie Mouse mirrors, when Dumbo elephant mirrors would be appropriate. Small and narrow mirrors that don’t allow drivers to see around, beyond and behind the sides of trailers simply don’t cut it, are unsafe, and are illegal in many (or all) jurisdictions. A full-size truck without extendable towing mirrors is bad enough, the width of the rig somewhat further compromizing the reach of standard mirrors. Yet I’ve also seen plenty of midsize SUVs, even little crossovers, towing relatively large trailers without proper mirrors: ridiculous! This seems so rudimentary, but the importance of mirrors designed for towing seems to have escaped much of the novice trailer-pulling public.

that offer a true 1:1 view on both sides of a truck. My 2014 Ram was optioned with the manual-fold, power-adjustable, heated, trailer towing mirrors with puddle and signal lamps. Compared to the scaffold-like frame structures that supported the old-school towing mirrors on both my ’95 Turbo Diesel and ’96 F-350, the towing mirrors on my Ram are sleek and a breeze to change. Those older trucks required tools to move the mirrors in or out, whereas these simply flip-up for towing mode, have powered mirror glass, and their native wider stance provides a clearer view down the side and behind. They are a pleasure to use and operate, even without a load. I know these Ram mirrors are not a new design, just updated on the Fourth Generation trucks, but there is much to appreciate after buying my first new diesel pickup in 18 years. I love them for daily driving, plus towing and hauling. The built-in auxiliary convex mirrors are functional, but I wanted more. Three-inch convex mirrors were added. Adjustability is important as the view changes when the main mirror is up in towing mode.

My sense is that most of the Turbo Diesel Register readership is more skilled, aware, and cautious. But, if there is any doubt as to the illegality or seriousness of this situation, below is a snippet from the rulebook in my state, the Nevada Revised Statues. This is just one of a few laws that address the subject and put the responsibility on the driver. NRS 484D.425 Mirrors on trucks. Every truck using the highways of this State, having a body of such width or height that obscures a view of the road to the rear, shall be equipped with a mirror carried in such position that the driver of the truck shall be able to see reflected in the mirror traffic approaching from the rear. Small utility and stock trailers are generally narrower than travel trailers, so wide towing mirrors may not be necessary, but I’ve often questioned the logic of offering towing packages that do not include towing mirrors. A related gripe is my strong dislike for right side-view mirrors that intentionally distort, making objects closer than they appear, something thankfully missing on towing mirrors

With 3” rounds for next to the body, the OE convex for the next lane over.

2016 TDR CALENDAR CONTEST PHOTOS

Clint Hahn’s entry.

Andrew Villablanca’s entry.

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STILL PLAYS WITH TRUCKS . . . . Continued TOYO OPEN COUNTRY A/T II Over the past decade I’ve purchased, installed, tested, and reviewed several sets of light-truck tires. As an unabashed tire aficionado, my “SPWT” column title could just as easily stand for Still Plays with Tires. Friends tease that my garage looks like a used tire store, which is only a slight exaggeration as I have more than one set per vehicle in the barn. The Dick Cepek “Fun Country” rubber from a few issues ago were temporarily removed in favor of a much taller size. Note I said taller, not bigger, as the new treads are almost the same width. Most taller sizes end up being much wider. This is not an advantage for many uses and conditions, particularly for rolling down highways where we log most of our miles. There are only six tread patterns offered in the LT285/75R18E niche size, and Toyo/Nitto manufactures four of them. The 285/75R18 is spiritually similar to my all-time favorite, the 255/85R16, a relatively tall (33”) yet narrow (10”) size that I ran for 16 years on my ’96 F-350, and also on my ’06 V8 Toyota 4Runner. Past experience with Toyos has been largely positive, particularly in regards to their overall quality. They have a well-deserved reputation for making tires that need less weight to balance and run smoothly down the highway. In this new-to-me 35-inch design, I chose the Toyo Open Country A/T II.

The Open Country A/T II was introduced in 2012 with the goal of longer thread life compared to the previous Toyo A/T and competitors. Light-truck and flotation sizes have a 50,000-mile prorated tread wear warranty, and there’s a huge selection of available sizes in this pattern. Generous zigzag siping in every block provides grip, and this tread has a reputation for good winter traction, though they don’t carry the mountain snowflake insignia, just the traditional M + S rating. Specifications vary depending on the brand and design chosen, but the 285/75R18 Toyo A/T II is 34.8” tall and 11.3-inches wide (section width), with a measured tread face of 9.125”. It is also what Toyo calls one of their “Xtreme” sizes, which have more void, slightly deeper tread (17/32”), and thicker sidewall lugs. They weigh 65 pounds each, and were mounted on a set of forged aluminum 18-inch Big Horn (WBJ) Fourth Generation Ram wheels procured from a Craigslist seller. Using forged instead of cast aluminum wheels adds strength and saves weight, so the tire and wheel assembly weighs only 96.2 pounds. This compares favorably to the smaller Dick Cepeks on OEM cast wheels, 93.6 pounds, and the OE Firestone Transforce HTs on the factory steel wheels, 94.4 pounds. In addition to being just slightly wider than the stock 275/70R18 size, LT285/75R18E tires are rated to carry a whopping 4,080-pounds each at 80psi! No lack of capacity for a SRW truck.

Editor’s note: These TDR writer guys drive me crazy. Just last issue we had Scott Dalgleish talking about his new General Tire “Grabber AT2” tires. Before that it was Joe Donnelly talking tires in Issue 87 and 88 before he decided on Nitto “Terra Grappler G2.” Me, for this concrete cowboy I have 20” Cooper. “Discoverer H/T Plus” tires on both my 2500 and 1500 trucks. I’ve owned/used four sets of these tires. I like them for their economical price, good wear characteristics and they are quiet when driving at 70mph. No consensus. As they say when it is Honkey-Tonk closin’ time, “Beauty is in the eyes of the beer holder.”

33-inch 275/70R18 Dick Cepek Fun Country vs. 35-inch Toyo A/T II 285/75R18.

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Toyo A/T II Xtreme with 17/32” of tread depth.

STILL PLAYS WITH TRUCKS . . . . Continued No Lift Avoiding a big fuel economy hit is one reason to choose narrower tread; another is that fitting them to a truck requires fewer modifications. By avoiding width, using narrower OEM rims with ideal offset and backspacing, I was able to mount a much taller tire on this Ram with zero modifications. The suspension is stock. The Toyos were mounted by a local store and, as with the previous set, I did not have them balanced. The Centramatic balancers (Issue 87, page 94) have been doing an excellent job truing what are typically easy tires to balance. The smoothness is noteworthy, including slightly above the 80mph speed limit on Interstate 80 in rural Wyoming. It’s too early to gauge long-term longevity, but after 7,000 miles they appear to be wearing slightly fast, though the truck was carrying a maximum load for most of those miles. The extra void on this “Xtreme” size is welcomed; however, there is a slight hum when running down the highway. This may bother the extremely noise averse, though these are the quietest traction tires I’ve run in years. I love how my truck drives while spinning these 285/75R18 Toyos.

35” Spare Using the OE spare location and hoist for a 33-inch tire is nothing to write about, but stuffing a 35-incher up there was a real challenge. Choosing the 285/75R18 size was a gamble because I didn’t know if I’d be able to carry a full-sized spare with the stock rear bumper and trailer hitch in place. Future plans to add clearance with an aftermarket bumper were a few months out and didn’t solve the immediate challenge.

With the tailpipe heat shield removed, angling the 35” spare above the track bar.

At the closest bend the exhaust is only two-inches from the spare, but another inch of clearance is gained quickly in both directions once moving away from that point. Exhaust gases are not their hottest once they reach the tailpipe, and there’s been no indication the rubber is being exposed to excessive heat. However, there is only a 0.375-inch gap between the rear track bar and the tire. The track bar moves vertically, not horizontally, but will the spare never move while bouncing down highways and bumpy dirt roads? So far it’s been fine. It was much faster and easier to type the above paragraphs than it was to wrangle the tire and wheel into place the first few times. I spent hours raising and lowering the spare, and fiddling with the procedure to devise a process that worked consistently. Now that I have a system it isn’t so bad.

Using the OE spare location and hoist for a 33-inch tire is nothing to write about, but stuffing a 35-incher up there was a real challenge.

Measuring proved there was enough space for a 35-inch diameter tire, but attempting to winch one of the Toyos toward its eventual resting place was unsuccessful. First the tailpipe heat shield needed to be removed, but would it still be too close to the exhaust? Winching straight up didn’t work because the spare would hit either the rear sway bar or the track bar or the trailer-hitch receiver; it needed to clear both. The 100 pound juggle involved lying on my back and keeping the tire mostly level with the toes of my shoes as I started to raise it. Once the spare was approximately three-fourths up, I angled it to about 30-degrees, higher toward the front of the truck, then continued to crank while ensuring it cleared the sway bar, rear differential, and brake lines while I swung/pushed the assembly slightly forward to clear the hitch receiver. Once it was above these parts, the tire was leveled and popped above the hitch, pulled rearward, and tightened against the frame and stops.

TIGHT rear track bar clearance! LT285/75R18E spare wrestled into place under the bed.

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STILL PLAYS WITH TRUCKS . . . . Continued GEARING Ram has decided that all SRW Cummins trucks should have 3.42:1 gears. Cummins-powered Rams have always done better with taller gearing than V8 diesels, but for some conditions and loads the fast gearing is not ideal. Ram eliminated what has always been one of the great benefits of ordering and outfitting a pickup your way, choosing the appropriate gear ratio for your needs. Manual transmission fans are in the minority (yep, they’re 5%ers, see page 86), but launching a clutch-equipped truck with minimal slippage becomes more difficult as the gearing gets taller and the loads heavier, even when using low/first for the heaviest loads. But there is a proportionally larger impact on the usability of second, the typical starting gear for less weight. Reverse is also needlessly tall when backing a load any distance with the clutch fully engaged to avoid needless slipping and wear. However, the feel of the factory clutch is outstanding, so a skilled operator can slip the clutch with minimal rpm and limit clutch disc wear—to a point. The real question is how long the dual-mass flywheel will hold up. Taller rubber makes the overall final drive ratio still higher. Given a choice I would have picked 3.73:1 gears, even without the addition of these big donuts. The truck continues to perform well with what is surely a maximum height tire for the OE ring-and-pinions, and I’m not unhappy with the 3.42:1 gearing. One positive is that this truck rolls down the highway at a lower rpm, getting more mpg most of the time (more on this in a future issue).

High-void for a 5-rib, all-terrain tread. 30 psi during 4WD off-pavement use.

FUEL TANK I’ve had rear bumper swing-aways on the last two Toyota projects I’ve completed plus a Jeep before that, and I wanted to avoid one on this Ram. The swing-aways were necessary for a full-size spare and/or fuel cans for additional range. The Cummins ISB is less thirsty than the gas V8s, enough so that the stock 31-gallon Ram tank provides similar (still less) range as the 46-gallon Transfer Flow tank on my Tundra. Would I like a bigger tank and a bit more range? Undoubtedly. Presently I’m not willing to give up bed space for an in-bed tank or lose my factory, under-bed spare carrier for an aft-axle Titan Tank. The DEF tank on the 2013-up short-bed trucks uses the space that was historically used for a larger and longer cell. I’ve chatted with Transfer Flow representatives about this, and it appears unlikely that they or another aftermarket company will make a bigger replacement tank for this configuration. Crew cab, long bed owners are in luck; they do make a tank for your truck.

Nice sidewall flex during off-road testing with 17 psi in the rear.

2016 TDR CALENDAR CONTEST PHOTOS

Don Blaisdell’s entry.

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Charles Estep’s entry.

STILL PLAYS WITH TRUCKS . . . . Continued SHOCKING NEWS: THIS IS NOT A RACE TRUCK Shock absorbers damp the movement of springs. Drivers often ignore them until they are leaking or causing almost dangerous handling, and the factory units are generally a cost and performance compromise. The careful selection of appropriate aftermarket shocks for your truck can dramatically improve overall performance.

higher numbers are preferred because of the mighty Cummins Turbo Diesel, but I save the firmest rate for maximum loads. The beauty is that changing the ride is just a knob turn away. Once you decide how you like them, it’s simple to move between your empty and loaded baselines.

Like many types of enthusiast activities, racing influences are strong in the diesel pickup world; the draw to employ race parts on daily-driver or multipurpose rigs is strong. Sometimes it’s okay, harmless, or even beneficial to use race-inspired components on our trucks. Sometimes I think adding race-inspired parts is a waste of time, energy, and money; or there are parts that work better for some applications. Though not immune to this “racing” phenomena, sometimes I choose certain parts just because, I try to focus on being pragmatic. I could give detailed, specific examples, but enough has been said.

Choosing Adjustability Just as one tire pressure doesn’t work best for all loads and conditions, a fixed damping rate isn’t ideal for all loads and situations. Modern cars and motorcycles have different drive/ride modes and profiles for just this reason, and they work. Trucks are likely not too far behind in this area, and self-leveling air suspensions will probably work better, be more flexible, and be more common in the future. Looking at this through a historical lens, I’m impressed at how well newer heavy-duty pickups drive and handle, both empty and when loaded to GVWR. The increasingly common coil springs have surely helped ride quality. Choosing shocks for my ‘14 Ram 2500 was easy, I didn’t need to shop or research the options because I knew I wanted a set of Rancho RS9000XL dampers.

Rancho RS9000XL 9-position adjustable shocks.

Rancho 9000XL Shocks For about 15 years I’ve been a fan of the tunable shocks from Rancho. Shortly after the introduction of this technology, I asked the owner of a local 4WD shop if the adjustability was “a gimmick.” His reply was quick and definitive, “not at all, they work.” Later I bought my first set of the original 5-setting design, which lived on my ‘96 F-350 for 12 years. They eventually needed replacing, so I took advantage of the lifetime warranty (keep your receipt), paying only the current price difference to upgrade to the latest 9-setting XL versions. Rancho 9000s are also on the rear of my 2011 Tundra. There are nine levels of performance, everything from extremely soft (1), to a firm, controlled (9) ride. A simple turn of a knob on the bottom does this, and the change in damping performance can be dramatic or subtle depending on how many clicks you rotate the adjuster. I prefer a softer ride, particularly on a stiffly sprung heavy-duty pickup, though the coils on my ‘14 2500 never really feel “stiff.” A setting of 3–5 and appropriately lower tire pressure of about 35psi when unloaded can make an empty bed pickup surprisingly plush. The quad/crew cab rear axle bed-bounce caused by the expansion joint spacing on some sections of concrete freeway can be tamed by increasing the damping; five seems to work for me without inducing unnecessary roughness. On the front axle, slightly

With detents between numbers, there are nine shock settings.

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STILL PLAYS WITH TRUCKS . . . . Continued Other Endorsements

25th ANNIVERSARY EMBLEMS

To back up my long-term, real-world use and enthusiastic endorsement, let me share another source (if you are lucky enough to be able to find a copy to read). Another magazine, Overland Journal, performs very thorough, technical gear reviews—and they pick a winner. The Gear 2014 issue includes a shock test where the Rancho RS9000XL bested some top brands, winning the competition, and received their “Editor’s Choice” award.

It’s safe to say anyone reading the TDR is a Cummins Turbo Diesel enthusiast. The Turbo Diesel Register remains a favorite publication after all these years because of the mix of superior and practical technical information, industry insight, and entertainment. It’s easy and natural for me to waive the flag for the TDR and Geno’s Garage. I spend many hours each week working while looking at a computer screen and reading online content, yet I still prefer print journalism and enjoy receiving a half-dozen magazine subscriptions. However, why was the TDR even started and why is it still around?

Ranchos are covered by a limited lifetime warranty and 90-day freeride offer. Even at the typical street price of $110 each I consider them a terrific value, and they are a screaming deal if you buy them during Rancho’s annual promotion that typically occurs in October. Installation With the front shocks outside the coils on the newest trucks, removing and replacing them is as uncomplicated as it should be on a live-axle truck. It’s as easy as unbolting the old and fitting and securing the new, one of the simplest do-it-yourself upgrades available. On my ‘96 F-350 I never ran the supplied shock boots because of their reputation of holding water and other debris. But the Ranchos still lasted many years, including thousands of miles of unpaved roads (think flying gravel and rocks), before wearing out or leaking. This time I decided to give the sexy red boots a try. The new Ranchos have been on my ’14 Ram for several months, handling everything from no-load to more than the GVWR, both on- and off-pavement, and I like them as much as or more than I did on the F-350. I’ll update the readership in the unlikely event my opinion changes.

One answer is that placing the original Cummins B engine in a Dodge pickup was a stroke of genius. I have no distaste for Ford or International. In fact I like them both, and Ford had been putting a Navistar International 6.9 naturally-aspirated, indirect-injection engine in Ford pickups for several years before Cummins and Dodge got together. Yet, as good as that Navistar was for the time, it was almost a light-duty engine compared to the Cummins B, a true industrial application, medium-duty, inline-6 design. The factory turbocharger on the Cummins and the huge, untapped capacity of the early 12-valve engine is legendary. There can’t be many magazines and business models inspired by just one pickup with a specific engine, twenty-three years and climbing. Another reason the TDR succeeds is because the members and the writers do it differently. We are real enthusiasts, and the TDR doesn’t regurgitate the same ‘ole stuff you get from the newsstand rags. Both the TDR and the platform are special. Thanks, members.

Tailgate emblem atop, with the two for the doors below.

Look Great and Top Quality Decades ago I stopped plopping needless and numerous stickers on my vehicles. I became very selective about appearance, clutter, and for whom I advertised. But a Geno’s Garage flier for the 25th Anniversary Cummins Turbo Diesel emblems got my attention, and reminded me that 25 years of the Ram/Cummins partnership is a huge deal! I was impressed by the high quality and appearance of the three badges, one for each door and one for the tailgate. They are a perfect complement for the factory emblems. Heck, I even have a 25th anniversary truck, a 2014.

Front shock R&R is easy with the damper outside the coil. Thanks, Ram.

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The emblems are made by Morgan Design Group in Westmont, Illinois, and a quick look at their website explained why these are so nice; this is what they do. Their latest YouTube video linked to their main page even starts with these 25th Anniversary Cummins Turbo Diesel emblems!

STILL PLAYS WITH TRUCKS . . . . Continued Installation Knowing my truck would need to be clean and dry, I washed, dried, and parked it inside and let it sit for a day. The instructions caution against installing over wax or in temperatures below 50°, though my summertime installation was not a concern. Once I decided where to mount them, I cleaned the location with rubbing alcohol to ensure the best adhesion possible. After briefly considering placing these above the “RAM 2500 HEAVY DUTY” factory door badges, it was clear that the recommended location under the OE emblems would look best. The instructions state that the top, straight edge of the 25th Anniversary emblem should be exactly one-inch below the bottom of the factory emblems. Measuring and marking this over several inches, then placing the new emblems on those marks could be a challenge to do “perfectly.” One-inch painter’s tape was the perfect solution. As you can see in my pictures, one long piece of tape below the factory badges and one to the side worked well. The tape was peeled away after placing the 25th Anniversary pieces.

Drive Diesel James Langan TDR Writer

The wisdom of this preparation was evident once the backing was removed from the rear of the emblems. The tape is very sticky, and if you goof your installation, I question the possibility of removing and replacing the emblems. Do it right the first time. The tailgate emblem was not used because the gate was off at the time, and you’ll see why in the next TDR.

Resources: Centramatic: centramatic.com, 800-523-8473 Geno’s Garage: genosgarage.com, 800-755-1715 PLX Devices (KiWi 2): plxdevices.com, 408-745-7591 Rancho: gorancho.com, 734-384-7804 Toyo Tires: toyotires.com, 800-442-8696

Love the results! Looks factory too.

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TDR/REFERRAL/RECOGNITION/REWARD

Recognition

Thank you for your help in increasing the TDR membership. Your efforts via discussions, copies, and brochures handed out to other Turbo Diesel owners are noted each time a new owner joins us.

How do you participate? It’s easy. On the TDR brochures that you pass out in a “grassroots photo-copy membership drive,” or on an original TDR brochure, be sure to include your name and subscription number. As new subscribers join us, we’ll check the application for a referral name/number. Then, we will recognize TDR members for their participation in the “TDReferral/Recognition/ Reward” column each quarter.

This referral program is ever more important. In the early years, the TDR had support from Chrysler in the form of new truck owner information. With internal changes at Chrysler, this information is no longer available. Thus, the TDR membership has to be self-reliant in its marketing efforts.

Reward Many members have asked for additional brochures and have commented about their work distributing the material. For the efforts put forth, you would expect a higher number of responses. Don’t be discouraged! Your positive discussions may not immediately net a new TDR member. Many people have the intention, yet find it hard to part with dollars. Referral The subscription number listed on the top of your address label is a valuable tool that the TDR uses to keep track of subscriptions and to recognize/reward those TDR members who are active in new subscription referrals.

AL ALDRICH CLEVE ANDERSON SAL BANCHITTA JAMES J. BATEMAN HAROLD BOWERS WILLIAM BROWN TODD BUSQUE JUSTIN BYLER RICHARD F CLAUSER MICHAEL COFFEL JAMES DECANTER TIM FORRY JAMES GRANDY

Recognition is great, but how about a WIIFM (what’s in it for me)? How does this sound? For your help in expanding the membership of the TDR, we will send you a Cummins Diesel Power cab plate. I love incentives, don’t you? Let’s give away some money. It’s fun to get a surprise cab plate in the mail. But we would like to add a bit of excitement to the TDR/R/R program. Here is the deal. For each referral, we will put your name into a hat for a quarterly prize of $100. Obviously, numerous referrals per quarter increase your chances of winning. Our winner this quarter is Steven Moore.

DON HESTER GRANT HESTER ROBERT IOLI NEAL JONES KEITH KELLY ED KESSEL WILLIAM & TERES KRAMER SCOTT MARTIN MICK MEILICKE DENIS MENGELE JIM MILLER STEVEN MOORE ERIC MORONEY

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WADE MOSER JOHN NIXON GEORGE PEMBERTON ALESSANDRO RIGUTTO JAMES SCARRY CLAYTON STEGALL RON STITT MARLIN STROUSE AL TRICE MARK WERTS DOUG WICKRE JOHN YOUNG

TDR/R/R . . . . Continued TcDR Recognition of those individuals who have gone out of their way to help a fellow TDR truck owner is important. Therefore, we have developed a grill badge that we will send to those when we learn of their assistance to a machine-down traveler. The award is called the TcDR: Travel Companion Distinguished Recognition. The TcDR badge will look great on that big Ram grill. The generally accepted rules for TcDR badge distribution simply require an e-mail or letter from the traveler who was offered and received asistance. Be sure to include your name, address and phone number and the phone number of the member who provided the assistance.

The TcDR grille badge is available to those members that help out others in need. Please send your TcDR nominations to: TDR 1150 Samples Industrial Drive Cumming, GA 30041

EARN YOUR STRIPES Sparked by old 1960s vintage Dodge advertisements in the book Classic Muscle Car Advertising, the TDR staff created the Super B character in 1996. Next, we developed a TDR license tag to recognize the horsepower achievement attained by dedicated B-series engine builders and owners. If you would like a Super B/Earn Your Stripes license tag, please send in a copy of a dyno sheet from your dyno run. Please include $5 in postage or cash to cover shipment of your no-charge tag. If you send in a photo of your truck, we will try to include the photo in the magazine. Likewise, if you have a story to tell about the lessons you’ve learned, money you’ve spent, fuel you’ve used, vendors you would recommend, etc., please send the story with your other materials.

400 Horsepower Russell Marshall

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TDR/R/R . . . . Continued HIGH MILEAGE RECOGNITION In Issue 22 (Fall ’98) we started a program to recognize/reward high mileage Turbo Diesel trucks. We developed a TDR milestone tag to commemorate mileage achievements. The tags are sent at no charge to members. Proof of mileage by a photo of the outside of the truck and a picture of the odometer is appreciated. (If you can’t get a good focus on the odometer, we’ll trust you.) If you would like a high mileage tag, please send in your photos. Include $5 in postage or cash to cover shipment of your no-charge tag. Tags are given out at 100,000 mile increments, i.e., 100, 200, 300, 400, and 500K miles. Over 500K miles? Sorry, we’ve not yet developed a tag, but we’ll send additional 100K tags to collect and display.

This quarter we sent a 100K tag to: Larry Barnickle Harry Ramler

Bill Sullivan Greg Greenall

This quarter we sent a 200K tag to: Gary Baxley Mike Maxon

Larry Barnickle 100K

Scott Dalgleish Russell Marshall

Greg Greenall 100K

Harry and Sharon Ramler 100K

Mike Maxon 200K

Gary Baxley 200K

Bill Sullivan 100K

Russell Marshall 200K

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THE 22ND ANNUAL (2016 EDITION) “MAY MADNESS” RALLY

Diesel Specialists of Las Vegas and BD Power will hold a Dyno Day on Thursday with their high inertia, wide roller Dynojet for attendees of May Madness. Pre-registration for the Dyno Day is being made so Diesel Specialists and BD Power can plan their event. Include $30 with your May Madness registration and the dyno pre-registration information and funds will be forwarded to them. BD will give the first forty who pre-register a $30 gift certificate (at the Dyno Day event) good for any BD manufactured product at BD directly. This certificate may also be redeemed at Diesel Specialists for $50 on the Dyno Day, a bonus of $20 from them.

The 22nd Annual May Madness will be held on April 25–May 1, 2016, in Pahrump, Nevada. We plan to hold most events at Preferred RV (the host RV Park). We will have the Wednesday evening “pot luck” dinner as in past years. This year on Saturday we will again have a grilled/bar-b-que dinner at the RV Park clubhouse. The rally will include technical and product-oriented seminars. Chrysler warranty personnel, Cummins personnel and aftermarket representatives will give technical talks, question-and-answer sessions, and sessions with the DRB-3 and WiTech diagnostic software tools. We will have a “Roundtable” discussion of technical issues with the vendors and Chrysler representatives leading the discussion on Friday evening. There will be a Ram Roundup for all attendees on Saturday. Non-diesel related activities will include swimming, craft classes, card games, pool, stained glass, woodworking, exercise room, demonstration of the Sheriff’s Department K9 unit, and a golf outing. Self-guided tours will also be available. We anticipate getting information about new technical advances in the Ram Turbo Diesels and steps taken to improve fuel mileage, power, and durability.

The host RV Park is Preferred RV Resort (800-445-7840; www. preferredrv.com). This RV Park is across the side street from the Pahrump Nugget. They are once again giving us the special rate of $15.49, including tax. Be sure to tell them you are with “MAY MADNESS.” Their clubhouse holds 130 people and will be the site for most activities. Hotel options include the Pahrump Nugget (866-751-6500; www. pahrumpnugget.com), which is conveniently located close to SaittaTrudeau Dodge and the RV park. Two other choices are the Best Western Hotel and RV Park (775-727-5100), and Saddle West Hotel/Casino/RV Park (800-433-3987, www.saddlewest.com), both in Pahrump.

22nd ANNUAL WESTERN REGIONAL “MAY MADNESS” RALLY April 25 - May 1, 2016 REGISTRATION FORM Registration #

[PLEASE stick on an address label if you have one—it is easier to read!]

(assigned by staff)

Name of driver: __________________________________________ TDR web forum user name____________________ Co-Pilot or guest(s):__________________________________ Address: ______________________________________ Cell Phone: ________________________________________ City: __________________________________________ E-mail: ____________________________________________

State, Zip:_____________________________________

Event registration through November 30, 2015, will be $57 for driver, passenger(s), one Saturday Barbeque dinner, and one truck. This fee includes registration for all members of the single-truck party, one t-shirt, and activities. Note that dyno and breakfast have fees. From December 1, 2015 - February 15, 2016, registration will be $66; from February 16 - April 15, registration is $73. After that, registration will be at the door, $82. Single day registration at the door will cost $40 with t-shirt included.

Year of truck

Dodge Ram

Other

Basic registration (see above for cost versus date) Shirt size for the one shirt included in registration (circle): M L XL XXL XXXL Additional shirts (fill in numbers):

XXL @ $15.00 each

Saturday dinner, $11 per additional person (one included with registration) Dyno Pre-registration ($30)

@ $14.00 each

XXXL

@ $16.00 each

@ $11 each

Total Enclosed for Registration. Make check or money order out to May Madness (not to Joe): Make check or money order to May Madness (not to Joe) and send to:

May Madness c/o Joe Donnelly 670 Lomprey Avenue Henderson, NV 89002

LIABILITY RELEASE: The Undersigned releases the Turbo Diesel Register, its officers, writers, volunteers, and staff, Preferred RV, Diesel Specialists, Saitta Trudeau Dodge, Clark County, Nye County, the State of Nevada, any sponsors or vendors and all others connected with this event, from all known liability, property damages, injuries or losses, judgments and/or claims resulting from entrant’s participation in this event. Entrant also relinquishes any rights to any photos or videos taken in connection with this event.

Please register for May Madness 2016 early so you and we can plan for a better rally. Note that the registration cost is lower if you are an “early-bird.” Considerable planning is involved, and early registration assists us in developing the needed support. For example, we have to order the t-shirts at least two months before the event, and if you have not preregistered, we can only guess your size, or if you will attend. We have to guess how many Saturday dinners to prepare for, etc. Please help us make accurate estimates by preregistering early. If you need special, or vendor accommodations, contact Joe Donnelly for arrangements: 702565-9566 or Donnellyj@msn.com

SIGNATURE: ________________________________________________________________ DATE: ___________________ Questions: Joseph Donnelly at Donnellyj@msn.com

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The TDRV column focuses on towing with your truck for work or play. It covers towing accessories and products, related technical discussion, and TDR member experiences. And, just as you’ll find in some other TDR columns, we’ve incorporated some of the Q&A from the website. TDRV is edited by Jim Anderson.

rather than both air conditioners being wired to only one of the two available 120 volt legs. Thus you can see that a 50 amp service will supply almost four times the total wattage that is available from a 30 amp service. With a 50 amp service, you can run almost every electrical appliance without much concern for running out of available amps or watts.

ELECTRICITY AND YOU There was some discussion in this TDRV column in issue 89 concerning the differences between 30 amp and 50 amp RV plugs. There is a bit more to the story than what was reported in that column. A 30 amp RV electrical campground service will contain a single 120 volt conductor (top left blade as you look at the campground electrical box), a neutral (top right as you look at the campground electrical box), and a ground (the bottom round hole as you look at the campground electrical box). The neutral wire completes the electrical service circuit, while the ground is tied to the RV frame to prevent any live electrical stray voltage from shocking you as you stand on the ground and grab the door handle. A 30 amp electrical plug will supply your RV with a total of 3,600 watts of power. By looking at the label on each electrical appliance you can total up to see how many appliances you can use at one time without exceeding the 30 amp/3,600 watt supply. You can readily see that with a refrigerator heat element drawing about 400 watts and a hot water heater drawing about 600 watts, and an air conditioner drawing about 1500 watts, there is not much left over wattage potential for using other appliances or lights. Turn on a 1,000 watt hair dryer, and the main breaker will trip—either the one on the campground’s power pedestal or the one in your RV. With most RVs, if you need electrical service for another essential item you can switch the water heater and refrigerator to gas and eliminate those electrical loads. A 50 amp RV service will have a four prong plug. As viewed at the campground power box, the top two blades will each be 120 volt service. The next one down will be the neutral, and the bottom one will be a ground for the RV. The wires feeding this box will be larger, so they can carry more amperage. Therefore the total amperage supplied by the two 120 volt legs will supply a total of 12,000 watts of electricity or 50 amps/6,000 watts on EACH leg. The wiring circuits in the RV will be divided into two main circuits, each wired to one of the 120 volt legs coming in to the RV. The neutral wire will be common to both legs. The ground will be tied into the RV frame and body to prevent electrical shocks to you as you grab the door handle or touch any metal while standing on the ground. If an RV has 50 amp service and has two air conditioners, each air conditioner will be supplied from a separate 120 volt leg

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What’s next? A few high end motorhomes are now being made with 100 amp service, though very few campgrounds are equipped with 100 amp power pedestals. In this case, there is no real standard hookup. Some will feature two 100 amp legs, while others will feature four 50 amp legs. A few campground plug-ins now have GFI (Ground Fault Interrupter) breakers, and they will become more popular as local electrical codes and regulations advance. Go figure!

A WORD ABOUT ELECTRICAL PLUGS It pays to take a look at a campground electrical plug before plugging in your RV. Many are old and weathered with burned 120 volt prongs, showing that corrosion over time has degraded the plug’s ability to supply the full 30 or 50 amp load. After making sure the plug’s breaker is turned off, you can clean corrosion off of the female prong using a small round brass wire brush that is sold by RV and hardware dealers for this purpose. The brush looks somewhat like the brush you would run down the bore of a small caliber gun to remove lead residue. You can also clean the spades of your RV plug shiny bright to improve electrical contact by using a brush and sandpaper. This will also cut heat at the plug that is generated by a poor electrical contact that often burns out RV cable plugs—which you must then replace at your expense. Application of a small amount of dielectric grease on cleaned electrical contacts will aid in keeping the electricity flowing without undue heat buildup. Many campground electrical supplies use aluminum wire whose connections corrode easily and therefore won’t supply the electrical demands of your RV. Since this is a campground problem, the best solution is to move to another site and hope it is better. Most older campgrounds use too small a diameter wire to run the distance from the main electrical supply box to individual campsites or rows of campsites. Thus, you will find that the no-load voltage available at the pedestal will show good on a voltmeter, but quickly drops when any electrical draw is applied. Low voltage under load will quickly kill motor driven appliances such as air conditioners and will cause slow heating of refrigerator and water heater elements. An air conditioner will shut down when voltage reaches 102 volts or less to protect the compressor, and cooling capacity will be cut at any voltage less than 120 volts. Your TV doesn’t like low or fluctuating voltage, either.

TDRV . . . . Continued

Often, the worst case scenario for electrical supply occurs on summer holiday weekends when the campground is full and all the campers have their air conditioners running full blast. Low voltage conditions will be prevalent and can’t be remedied because the total electricity supply coming into the campground is not adequate for the total load. Maybe the best remedy for this particular condition is to stay home on holiday weekends.

MY GOOF TDR member Paul Odegard of Cincinnati, Ohio, kindly called to point out an error in a past issue of this column that should be passed on to you. I was cautioning about using the incorrect lube in trailer axles and incorrectly used the term “never lube axle” instead of the correct name, “easy lube axle.” An easy lube trailer axle has a rubber cap in the end to which the proper grease lubricant can be added as needed. A never lube axle uses cartridge bearings pressed into a hub and there is no access to add lubricant. In the case of never lube axles, when the bearings wear out, you must change the hub/bearing assembly for a new one as there are no field serviceable parts. Jim Anderson TDR Writer

INTEGRATED TRAILER BRAKE CONTROLLER OR TRAILER BRAKES I recently purchased a ’15 Turbo Diesel 2500 and a Keystone 26’ travel trailer. Before I left the trailer dealer’s lot, I set the truck’s integrated trailer brake controller (ITBC) to Heavy Electric and adjusted the gain to 10. When towing the trailer slowly forward, the trailer brakes would not lock the wheels while using the Manual Slider on the ITBC. I could hear and feel the trailer brakes activating, but they wouldn’t lock the wheels. Realizing the brakes were new and possibly needed some miles on them before the shoes would seat to the drums and could be adjusted, I towed the trailer home. After arriving home, I hitched my truck to a tandem axle flatbed utility trailer equipped with electric brakes to check my truck’s ITBC. The trailer brakes locked the wheels using the slider with the ITBC gain set at 4. I thought, since the ITBC is working properly, the new trailer brakes may need adjusting. I returned the travel trailer to the dealer and the brakes were adjusted, but the trailer brakes still wouldn’t lock the wheels. The technician who adjusted the trailer brakes told me that they checked the brakes with their Voyager brake controller and the trailer brakes locked the wheels. He also said, “We’ve experienced problems with these new trucks that have integrated trailer brake controllers.” The trailer is still at the dealer waiting for other parts, but the brake problem is unresolved. Has anyone experienced this type of problem? JFK

I never had a problem with my ITBC. If yours worked properly with a different trailer, it’s logical to believe the new trailer is at fault. Have them show you the lockup with a different controller while actually towing the trailer, not just with one wheel jacked up off the ground. There have been very few problems with the ITBC in our trucks in controlling electric trailer brakes. However, some have had a problem with their electric-over-hydraulic trailer brakes. Test the trailer brakes by pulling the breakaway switch and try towing the trailer forward. It is likely that there are wiring issues in the new trailer such as the trailer brake wiring is too small, poor wiring connections, faulty grounds, etc. I’m betting your problem is in the trailer. Dieselnerd, MN I had to completely re-wire the trailer brakes on my Keystone manufactured travel trailer that is very similar to yours. The wire gauge was too small and was installed inside the axle tubes. The road vibration and jolts rubbed through brake wire insulation inside the axles, causing intermittent grounding and intermittent brake operation. The axle tubes were not sealed well and were full of water. I blew the water out of the axle tubes with compressed air, used heat to dry them, and then sealed the axles where the wires went through. When new, my trailer brakes never fully locked the wheels while towing with three different trucks using three different brake controllers. One of the trucks was equipped with an ITBC. After re-wiring the brakes using 12-gauge wiring all the way to the 7-way plug and installing new self-adjusting electric drum brakes, they will lock the wheels if I turn up the gain. Your issue clearly appears be your trailer. MichaelOverfield, WA It is possible your trailer brake shoes may not be seated in yet. I had that problem when I installed new shoes. With the gain turned up to 10, it was still rolling. After towing the trailer 300 miles, the brakes worked much better. They would lock the wheels when the breakaway switch was activated. jacknife, Ramona, CA I just went through the same thing with a customer’s trailer. It was new and brakes would not lock the wheels to pass inspection. The company told him to pull the trailer with the brakes applied to seat or burnish them. After a couple of braking applications while towing the trailer, being careful to not get them too hot, the brakes work much better. mweiman, Payson, IL I also had this problem after installing new brakes on my travel trailer. After several hundred miles towing and a readjustment of the brake shoes, the brakes work much better. Also check to make sure the brake circuit wires are a minimum of 12-gauge. crispyboy, Alexandria, KY

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TDRV . . . . Continued ELECTRIC TRAILER BRAKE RECOMMENDATION I need to replace the 10” electric brake assemblies on my 12’ tandem axle utility trailer. I would like to find a quality brake assembly to replace the over 20 year old brakes. Upon checking the etrailer.com web site, I found these brands in the size I need: Dexter, Redline, TruRyde, and Tekonsha. Does anyone have a recommendation on a quality replacement? Boaring1961, San Luis Obispo, CA

pounds with a 4,000 pound vertical load rating. I purchased what was going to work for me. The hitch components are covered by a lifetime warranty to the original purchaser. I recently returned from a 3,000 mile trip and the hitch system was flawless. Purchase what suits your needs and what you are comfortable with while towing.

The similar size Dexter replacement brake kits I installed last year are working great and are a big improvement over the originals. The self-adjust feature is also worthwhile. By occasionally activating the brakes while backing, your brakes will automatically adjust for wear. Tekonsha brakes would be good quality also, and my second choice, but there is a big price differential and I could not justify it. MichaelOverfield, WA

CURT FIFTH-WHEEL HITCH We are full time RVers and I recently ordered a ’16 Ram Turbo Diesel 3500 with the trailer tow package. I want a new hitch for my new truck and I am considering a Curt Model Q24 fifth-wheel trailer hitch that matches the truck’s puck system. I tow a 40-foot Montana fifth-wheel which weighs about 15,000 pounds. Does anyone use this model hitch in their truck? BaldwinScott, Nashville, TN Curt Manufacturing is based in Wisconsin but the hitch is made in China. I have the Curt Model Q-16 fifth-wheel hitch head with the puck leg system. The maximum trailer weight rating is 16,000

GSykes, Canyon Country, CA We are full time RVers and tow our 38’ three slide, three axle, fifth-wheel trailer with a Curt 26,000 pound capacity hitch in our ’15 Turbo Diesel 3500. When we first got the hitch, we had trouble getting it to lock and unlock when hitching or unhitching our trailer. After several dealership trips, a manager decided we had a defective hitch head and replaced it. We no longer have any problems with our Curt hitch. dutch and di

2016 TDR CALENDAR CONTEST PHOTOS

Mike Zangl’s entry.

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John Thompson’s entry.

TDRV . . . . Continued DRUM TO DISC BRAKE CONVERSION I need to replace the drum brakes on my trailer. Rather than replacing them with a drum brake replacement kit, would I be better off spending a few dollars more and installing a disc brake kit? Has anyone installed an aftermarket disc brake system on their travel trailer or fifth-wheel trailer? Killgore, Alexandria, AL I’ve looked at disc brake replacement kits, but have only found them for the lower weight rated axles. I would love to find a disc brake kit for the 5,200-pound axles on my trailer. If you decide to replace your brakes with drum brakes, I found that buying pre-assembled backing plates and new hubs are less expensive and considerably less work than replacing shoes, magnets, springs, and finding a shop that can turn the hubs. GAmes, Killeen, TX After a little research, I found the same results. It’s better to purchase the backing plate assemblies and new hubs rather than piece it together and futz around with the labor. Killgore, Alexandria, AL I almost did the conversion to disc when I had issues with failing axle bearings. I had to replace all the brakes, bearings, and hubs. The cost of the disc brake conversion was well over $1000 for my 3,500-lb. axles, and when I realized I would also need a new Prodigy brake controller to operate the electric over hydraulic system for the disc brakes, that was the final straw. I added a number of upgrades on the electric drum brake system instead. The best improvement was a complete re-wire of the brake circuit using larger wiring. The original manufacturer used wire much too small in size which significantly limited brake performance. I installed new electric drum brakes with an automatic self-adjusting feature which will eliminate manually adjusting the brakes for wear. When I re-wired the brake circuit, I used waterproof connectors.

From the factory the brake magnets are wired together. If one fails, they all fail. In order to isolate and troubleshoot an individual brake, a wire must be cut which is not a good design. Also, I agree that buying the backing plate assemblies and hubs in a kit is best. I kept the satisfactory old parts as spares for a possible emergency on the road repair. MichaelOverfield, WA I installed a Kodiak disc brake kit. The conversion was a fairly easy job. You will wish you had done it sooner. Cummins12V98 I ordered our new Hitchhiker fifth-wheel with electric-over-hydraulic disc brakes on 8,000 pound axles. They are fantastic for stopping. I too suggest you look at Kodiak disc brakes. Larry Willard, MD/TX and on the Road I recently had an excessive ampere draw on the brake circuit and lost the brakes for about 20 miles before they came back. I am replacing all four brake units and rewiring to 12-gauge wire. I will remove the brake wires from inside the axle tube, and will route them externally and secure the wire to the axle. I considered the disc brake conversion, but I think if I do the brake circuit wiring properly, the electric brakes will be satisfactory. mwilson, Lincoln, ME Instead of running the wire down the axle tube, run a wire from the junction box at the front of the trailer, down each side, and then drop down to each axle. Nearly equal length wire runs means equal current to each brake, which should make equal braking. It’s a lot better than the factory method of running an extra length of wire from one side to the other. TLane, DFW, TX

There is a connector for each drum brake, so I can individually isolate for trouble shooting if required.

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In previous TDR magazines we’ve had input from repair shop locations and we’ve scattered the articles throughout the magazine. In this issue my thanks again goes to TDR Writer and ASME Technician Andy Redmond. Andy operates a one-man, specialized repair shop in the north Dallas, Texas, suburb of Plano. I’m hopeful you’ll enjoy the insight that Andy brings to the magazine.

300,000 AND COUNTING Okay, you’ve seen many photographs of trucks owned by the TDR’s writing staff. We had a member inquire, “What does Andy Redmond drive?” Drum roll, please, here it is.

HOW E(empty) IS THE “E”? A complaint of an inaccurate fuel gauge on Second Generation 12 or 24-valve Turbo Diesel could certainly be on the top-ten list of owner complaints. The typical scenario: an owner notices that the instrument panel gauge reads full shortly after refueling, then quickly moves to “E” or perhaps the “one-quarter” tank mark until the tank is topped. Others complain of the “e” reading, irrespective of fuel level. Occasionally, a complaint will be a gauge reading of one-fourth tank, the low fuel lamp not illuminated, but the engine has died and the truck is out of fuel. The problem almost always involves the fuel tank’s sending unit. The sender failure is usually one of two things: the sender electronics fail or the float arm/float fails. The electronics side includes a printed circuit board that acts as a variable resistor—the circuits become open (dead spot) or are biased (improper voltage for a given position). Likewise the sender’s float is often eroded on the sender’s arm and/or has fallen off the arm (gauge reads “E” always). My opinion is that ULSD fuel hastens the demise of the plastic float. I often find them detached and aimlessly floating about. Through the years, we’ve seen TDR members offer repair tips for the existing unit such as fasteners to increase/stabilize the tension on the variable resistor’s wiper contacts or modifying a new sending unit. To remove a fuel sending unit is a major pain—drop the tank or lift the truck’s bed. Either way, access to the sending unit is going to be dirty and time consuming. You don’t want to do this job twice, so my recommendation for repair is to simply replace the sending unit with the appropriate Mopar part , which has been “ improved” and superseded (and also improved?) many times.

This is my ’95. It has a gaggle of modifications. A few of which are: death wobble elimination, various “go faster” goodies, and rear illumination (nice in the dark when backing up). The exterior seems pretty stock—you may notice the addition of Second Generation mirrors and door moldings and the Third Generation wheels. It’s probably fairly benign by most TDR members’ standards, but it’s to my liking. It does have several old-school, positive attributes: no OBD II, no LIN Bus, no Can Bus, nor is it equipped with a NOx catalyst or diesel particulate filters. Best of all, it is paid for. How long will it go? Who knows. Is it for sale? Nope, it’s family.

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With a quality scan tool or digital multimeter the diagnostics are fairly simple. Of greater importance is an understanding of the principle of operation. • The ’98-’02 truck uses a 240 ohm sender (0 at full, 240 at empty), so the sender acts as a variable resistor. • Make sure you have the correct part. It is possible to install the incorrect part. It will physically fit and function, but it will not be accurate. Examples: the sender for a 12-valve is 0 to 120 ohms, there are different units based on fuel tank size and someone may have made updates or changes to the fuel system.

FROM THE SHOP FLOOR . . . . Continued The Instrument Cluster?

BATMAN

What are the chances that the fuel sending unit is not the problem? Could it be the instrument cluster?

If you are in the Fredericksburg, Texas, vicinity in the summer, check out the “Bat tunnel.” It’s best to go Thursday thru Sunday evenings when the lower observation area is open ($5 fee). Go here for more info: http://tpwd.texas.gov/state-parks/old-tunnel.

Yes, it could be the instrument cluster. Let me give you a technique you can use to do some troubleshooting. • First, press and hold the odometer button, then turn the ignition key from off to the run position. In ten seconds release the key. The odometer window will display “chec.” Next, the instrument cluster will enter self-diagnostic mode, illuminating each lamp and sweeping each gauge on the cluster—including the fuel gauge. If it detects cluster problems, it will display a three digit code in the odometer window. A factory service manual will have a list of the codes.

The photo is actually in focus—the evening stream of some estimated 3 million Mexican free tail bats are exiting the tunnel for their nightly moth foraging.

A similar spectacle albeit with fewer bats, is located at Congress Ave Bridge in Austin, Texas. A quick internet search of the Austin area will reveal several tour boat operators (Lady Bird Lake) which make for optimal viewing.

New fuel sending unit with included tank grommet/gasket.

PERPLEXING MIRROR PROBLEMS The classic Johnny Nash tune, “I can see clearly now,” rang true when I repaired a 2011 Ram that had a misbehaving power mirror. The complaint was that one of the mirrors would move side to side, but not up/down. They also did not self-adjust down when reverse was selected. The mirrors could be moved up/down or side to side when commanded with a voltage source (Power Probe). The scan tool revealed “yes” when the mirror switch was toggled side to side, but not up/down. I have seen failures of the driver’s door module so one was sourced. Yet the problem remained. Another mirror was in the warranty pile at our local dealer, its only problem was a cracked mirror glass from damaged packaging. It was borrowed to temporarily attach to the problem truck. All of the positions functioned normally as commanded by the switch. Finally, a new mirror was ordered and installed. Perhaps something in the mirror motor did not want to communicate with the signal from the door module.

NOT THE SAME OLD SHIFT!

2005.5 - 2013 G56 DIESEL T WIN

1,700 LB/FT QUIET HOLDING POWER DESIGN

FULLY BALANCED PREMIUM ARP® FASTENERS HEAVY DUTY PILOT BEARING

FIND YOUR APPLICATION CENTERFORCE.COM | 928.771.8422

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FROM THE SHOP FLOOR . . . . Continued OVERHEATED? During the summer I worked on a 2001 truck for an overheating complaint. As soon as I opened the door, it became apparent that a coolant leak was present inside the truck cab. You know, that subtle, yet sweet anti-freeze odor? The inside of the windshield also had a light fog/haze, confirming my suspicions that there was a leaking heater core. Oh boy, time to remove the dash. Okay, let’s take a look at the entire cooling system. Here is what I found: • Coolant level about one gallon low • Infamous “sweating” was present on the driver’s side of the radiator tank • Failed thermostat (coolant restriction) • Coolant temperature sensor was tested and was yet serviceable. • Fan clutch was tested and was yet serviceable • Water pump was inspected and found to not leak or have noisy bearings • The belt and tensioner were tested and were yet serviceable The radiator, radiator cap, upper/ lower hoses, and thermostat were all replaced. The thermostat had several large pieces of rubber severely restricting flow across the thermostat openings.

This customer had a small coolant leak he could not pinpoint. I pointed this out while replacing a cracked dash (upper instrument panel cover). I believe it is best practice to change the a/c evaporator core and the heater core at the same time, if one has failed the other may soon—both are infamous for failing. This equates however to more parts and more labor. The customer decided to only replace the heater core. Here is a do-it-yourself tip: If one is very careful, the heater core can be replaced without A/C system discharge and also without HVAC case disassembly. Use your factory service manual to locate and remove the following parts: the air filter housing, heater hoses, clips for A/C liquid line, JTEC PCM and bracket, A/C accumulator bracket, the HVAC case retention nuts (engine firewall and interior cabin). Once the instrument panel is rolled back or removed, the heater core retention bracket and redundant ground strap can be removed, and the HVAC case can be pulled back inside the cab several inches so the heater core pipes (rubber heater hose previously removed) will clear the firewall. While holding the case inside the cab, lift the core up/out of the HVAC case. Re-assemble in reverse order.

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The same customer complained that the blower motor was not working or would only work intermittently. The tiny spade terminals (middle of photo, prior to repair) that were not well crimped had no chance of carrying the load of the electric blower motor. These terminals were melted goo and a source of excessive circuit resistance, thus the blower motor problems. The wires had excessive length, so the bad sections were cut, then soldered and heat shrink was applied. Wow, a blower motor that works as intended! Andy Redmond TDR Writer

TDRelease is a quarterly column that features press releases from Turbo Diesel vendors.

2013-2015 HEAVY DUTY TRUCK OIL FILTER REMOVAL TOOL (Don't Snag Your Bag) It has been documented several times in the TDR that the oil filter on these late model truck is difficult to access. A recent write-up in Issue 84 by TDR writer Joe Donnelly described how to remove the air cleaner assembly to get access to the filter from above. As recently as Issue 87, page 90 James Langan tells us how to go in from the fender well area with the wheel/tire removed. And, at the TDR website there was a long discussion that expanded on these two methods of oil filter removal.

REPLACEMENT DASH (ʼ98-ʼ02 Turbo Diesels; ʼ98-ʼ01 1500 Trucks) Finding a quality replacement dash for these Second Generation trucks can be a challenge. We'll spare you the history. Short version? We decided to locate a manufacturer who could make a high-quality replacement dash for us. We paid for the tooling and now we're in the replacement dash business. The picture below shows our dash being test fit to the truck's metal structure that was cut from a junk vehicle.

Geno's Garage Tip of the Day Whether you access the filter from the top or from the side, it is a good practice to cap-off the used filter by dropping it into a thick zip-loc bag. Geno's Garage Tool of the Day If you're thinking you want a more substantial "tool" than a zip-loc bag, you'll want to consider this oil filter cap-off tool. Drop the filter down, screw in the filter cap (palm shaped for tight clearances) and you can turn the filter any which way you wish without concern for a zip-loc bag snag. Don't Snag Your Bag/ Filter Cap Tool LT-OFC-TOOL: $29.95 Contact information: Geno's Garage 1150 Samples Industrial Drive Cumming, GA 30041 www.genosgarage.com 1-800-755-1715

This is a full replacement dashboard for ʼ98-ʼ02 Second Generation trucks. This is not a cover. It is made in the USA with ABS plastic that is UV coated to keep the sun from making it crack like the original dashboard. This replacement dash is more durable than the original OEM part. The dashboard is only available in black and can be painted to match the interior color of your truck. This dashboard is a one-piece unit and may require some light trimming to fit. Our kit includes detailed instructions (TDR Issue 82, pages 14-18). We recommend you consider a heater core replacement while you have your dash out of the truck. DRD8-1: $259.95 (Flat rate shipping charge of $40 to the lower 48 states.) Contact information: Geno's Garage 1150 Samples Industrial Drive Cumming, GA 30041 www.genosgarage.com 1-800-755-1715

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Thought Provoking Discussions with Automotive/Motorcycle Journalist Kevin Cameron

DIESELS IN THE SKY Back in the 1920s it was unclear what kind of engines would power future aircraft. Gasoline-burning, air cooled radial piston engines were light, but their poor cooling forced operators to run rich. The weight of fuel that must be carried is subtracted from the payload, so this was a serious problem. Liquid-cooled gasoline engines were heavier and they didn’t have to run rich. Liquid cooling itself brought problems – the US Navy reckoned that half the engine failures naval aircraft suffered in the early 1920s were cooling-system-related. The idea of supercharging to increase an engine’s power existed, but putting it into practice was not easy. Supercharging pushed poor fuels into detonation, and even though improved stainless steels for exhaust valve use existed, valves ran hot and often broke at the “neck” where the slender stem met the flare of the valve’s head. Besler’s steam airplane showed a way to use low-quality fuels to power flight, but despite well publicized demonstrations, there were no takers. One unique feature of Besler’s engine was that it was reversible! This made short-field landings a snap.

The Diesel engine was the remaining possibility. The Diesel engine was the remaining possibility. Highly efficient in terms of fuel use, Diesels were mainly heavily-constructed industrial or marine engines. It would take a big dose of design-for-lightness for Diesels to take to the air. With their high compression ratios, Diesels already took much more energy out of their combustion gas than any spark-ignition engine could. That reduced exhaust gas temperature to the point that exhaust valve durability was a relatively minor issue. In 1927 the US Navy announced it would buy no more liquid-cooled aircraft engines (which caused Pratt & Whitney to spontaneously come into being). Prestige car maker Packard had a line of liquidcooled engines that now looked like becoming surplus. (PT boats would be powered by Packard 2500 V-12s that had never taken to the air.) They now designed a 9-cylinder radial Diesel, making 225 horsepower from an encouragingly light 510 pounds. Another taker was a Dallas supplier of oil-field equipment, Guiberson. Their Diesel radial 9 was likewise able to reach a specific weight of 2 pounds per horsepower, a good achievement in 1932. Aviation writer Bill Gunston wrote that, “…the A-980 took the Waco 960 miles to Detroit on 96 gallons of furnace oil at 7 cents a gallon.” Pretty attractive.

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Guiberson built tank engines in WW II and were never able to make a business of Diesel aircraft engines. Yet the attraction was there; with a specific fuel consumption of .382 pound/hp-hr, it used only 3/4 as much fuel as the gasoline-burning, spark-ignition engine. The age of airships encouraged construction of the giant DaimlerBenz 602 Diesel engine at over two tons, powering both the Hindenburg and Graf Zeppelin in sets of four. The maker, whose engines actually made it to mass production, was Junkers with their two-stroke, 6-cylinder, 12-piston, dual-crankshaft Jumo 205, which powered many Ju-52 transport planes. Although heavy for its power and demanding in terms of manufacturing precision, it achieved a cruise specific fuel consumption of .35 pound/hp-hr, or roughly 30% better than spark-ignition engines of the time. Other German makers prototyped larger Diesels of very high performance, for which there was at the time no application. The Soviets, with the added incentive of having no cheap alternatives by which to produce high octane number spark ignition fuels necessary for very high power, also produced some promising two-stroke Diesels for use in large aircraft. Well-known maker Allison had contracted to build a big two-stroke Diesel for airship use in 1927. It tested satisfactorily, but the Navy dropped it because of the difficulty of recovering water ballast from its exhaust (water recovery would partially offset the weight of fuel burned, requiring release of less helium as the fuel load decreased). And then the several tragic losses of large airships redirected aviation toward heavier-than-air craft.

Then two developments completely changed the aircraft engine field.

Then two developments completely changed the aircraft engine field. One was the wide adoption of Thomas Midgley’s 1922 discovery that tetraethyl lead, added in small quantities to gasoline, greatly increased its resistance to detonation. The other was the perfecting of internally-cooled exhaust valves. This idea had originated with mercury as the internal coolant; by filling a hollow valve stem about 60% with the liquid metal, the motions of the valve would cause the metal to rapidly move heat from the failure-prone ‟neck” of the valve to its stem, and thence into the valve guide. Later, S.D. Heron experimented with mixtures of salts which improved heat transfer by their ability when molten to ‟wet” the interior of the valve stem. The final step was adoption of sodium as the coolant. A solid at room temperature, sodium melts to a liquid at just below boiling water temperature. Millions of such valves were produced.

EXHAUST NOTE . . . . Continued The new possibilities opened up by these two inventions allowed supercharged spark-ignition engines to leap ahead, effectively stopping further development of aviation Diesels. Giant air-cooled piston engines such as P&W’s 28-cylinder R-4360 pushed take-off power to 3800 horsepower, but by 1943 the future was clearly the lighter and much more powerful gas turbine. A large turbofan of today, producing 100,000-pounds of thrust at the take-off speed of 180mph is developing essentially 50,000hp – a power level completely out of reach of any piston engine. Except in small sizes. Turbines don’t scale efficiently to small sizes, and the exotic alloys and special techniques required are amazingly expensive. Remember the Rover gas turbine car? The Chrysler turbine car, which was developed over a period of years? That was a brave future that did not come to pass. In the air, the removal of lead from aviation gasoline has reversed history, reducing the power that can be made by small (“small” means 500hp or less) aircraft engines through turbocharging. This has revived the conditions that made Diesel aircraft engines attractive in 1926-32, such that most new designs that reach public notice are now Diesel. Turbocharging has transformed the aircraft Diesel from a heavy, underpowered compromise into an attractive alternative whose fuel can be found anywhere. At present the future of general aviation is unclear. When WW II ended, futurists confidently predicted that American families would adopt the airplane just as readily as they had adopted the car. But airplanes could not be made inexpensive, and flying required highlevel skills and continually expanding avionics suites (which soon accounted for half the cost of an airplane). Business aircraft piloted only by professionals have proliferated. But private aircraft design has been held back by constant liability litigation, such that risk is smallest for older designs that have been so minutely examined by the legal profession that no promising defects remain to be worked over in the courts.

Statement of Ownership, Management, and Circulation Form 3526, September 2015 1) 2) 3) 4) 5) 6) 7)

Publication Title – Turbo Diesel Register Publication No. – 1088-8241 Filing Date – 9/26/15 Issue Frequency – Quarterly No. of Issues Published Annually – 4 Annual Subscription Price - $35.00 Complete Mailing Address of Known Office of Publication (Not Printer) – 3139 Neal Court, Cumming, GA 30041 8) Complete Mailing Address of Headquarters or General Business Office of Publisher (Not Printer) – 1150 Samples Industrial Drive, Cumming, GA 30041 9) Full Names and Complete Mailing Addresses of Publisher, Editor, and Managing Editor: Robert Patton, 3139 Neal Court, Cumming, GA 30041 – Editor, Robert Patton, 3139 Neal Court, Cumming, GA 30041 – Managing Editor, Robert Patton, 3139 Neal Court, Cumming, GA 30041 10) O wner – Robert Patton, 3139 Neal Court, Cumming, GA 30041, Robin Patton, 3139 Neal Court, Cumming, GA 30041, Gene Warren, 114 Abigail Lane, Anderson, SC 29621, Martha Warren, 114 Abigail Lane, Anderson, SC 29621 11) Known Bondholders, Mortgagees, and Other Security Holders Owning or Holding 1 Percent or More of Total Amount of Bonds, Mortgages, or Other Securities – None 12) N /A 13) Publication Name – Turbo Diesel Register 14) Issue Date for Circulation Data Below – November 2015 15) E xtent and Nature of Circulation

Average No. Copies Each Issue During Preceding 12 Months

Actual No. Copies of Single Issue Published Nearest to Filling Dates

a. Total No. Copies

10,000

b. Paid and/or Requested Circulation

9,000

c. Total Paid and/or Requested Circulation

9,000

d. Free Distribution by Mail

e. Total Free Distribution

9,000

f. Total Distribution g. Copies Not Distributed

1,000

h. Total Copies

10,000

i. Percent Paid and/or Requested Circulation

100%

16) This Statement of Ownership will be printed in the November issue of this publication 17) Signature and Title of Editor, Publisher, Business Manager, or Owner

NEXT ISSUE OF THE TDR

As with so many things, the likely outcome is that future light aircraft, perhaps powered by advanced Diesel engines, will be designed and built outside the US.

As with so many things, the likely outcome is that future light aircraft, perhaps powered by advanced Diesel engines, will be designed and built outside the US. Kevin Cameron TDR Writer

Audi - Truth in Engineering? Audi's advertising campaign using the tag line "Truth in Engineering" was initiated in 2007. Sorry, boys, sometimes the truth will get you. The plight of Volkswagen Group (of which Audi is one of 12 automotive brands) with worldwide government environmental agencies over diesel exhaust emissions has just hit the news. We'll have to further analysis on implications to Dodge/Ram Cummins Turbo Diesel owners in the next issue of the TDR. Wow, we'll have lots to discuss! Robert Patton TDR Staff

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COLUMN . . . . Continued

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Association of Diesel Specialists...............................................................5 www.diesel.org BD Power................................................................................................ 85 www.dieselperformance.com Borgeson Universal Co........................................................................... 65 www.borgeson.com Centerforce Clutch.................................................................................115 www.centerforce.com Diesel Performance Parts........................................................Back Cover www.dieselperformanceparts.com Diesel Performance Products (FASS).......................................................7 www.fassride.com

Editorial Comments, Letters and Photos: TDR/Robert Patton 1150 Samples Industrial Drive Cumming, GA 30041 Phone: (770) 886-8877 Fax: (770) 886-8811 rpatton@ix.netcom.com Missing/Damaged Issues, Change of Address, Subscription Problems: TDR/Tina Pardue 1150 Samples Industrial Drive Cumming, GA 30041 Phone: (770) 886-8877 Fax: (770) 886-8811 rpatton@ix.netcom.com Technical Questions and Discussion:

Diesel Power Products............................................................................61 www.dieselpowerproducts.com EGR Brakes.............................................................................................47 www.egrbrakes.com Excelsior Works...................................................................................... 92 www.excelsiorworksusa.com Fast Coolers............................................................................................ 23 www.fastcoolers.com Fluidampr................................................................................................ 89 www.fluidampr.com Garmon’s Diesel Performance................................................................37 www.garmonsdieseldrivetrain.com Geno’s Garage.............................................................................. 76-77/93 www.genosgarage.com Grumpy’s Performance......................................................................... 105 www.grumpysperformancecenter.com Luke’s Link..................................................................................................5 www.lukeslink.com Mag-Hytec................................................................................................21 www.mag-hytec.com

TDR/Jim Anderson 1150 Samples Industrial Drive Cumming, GA 30041 Phone: (770) 886-8877 j.t.anderson@att.net Advertising, Print and Web Site: TDR/Brandon Parks 1150 Samples Industrial Drive Cumming, GA 30041 Phone: (770) 886-8877 Fax: (770) 886-8811 bwparks@ix.netcom.com Website: webmaster@turbodieselregister.com

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