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Cummins 400 big cam workshop manual

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Cummins NT 855 Manuals

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400 kW Cummins generator 400 kW Triton Diesel Generator Shop for Remanufactured Cummins Engines. Located in South Bend, IN. Select Reman Exchange offers a full line of remanufactured Cummins diesel engines. Each engine is backed by a competitive nationwide warranty. All of our engines are remanufactured from the bare block up by quality, trained technicians. We carry a wide variety of remanufactured 100-002 Engine Diagrams - JustAnswer Sep 09, 2009 Help understanding the Cummins Big Cam 2/3/4, 300/350/400/855 etc??? The Big Cam 4 and NT88 are both mechanical and are good engines esp if you don't try and get much more then 400 hp The Big Cam 4 has the screwy low-flow cooling system, and while it does work, it doesn't handle high hp very well. I have quite a few pdf manuals from Cummins Big Cam Engine For Sale - 15 Listings TruckPaper We offer a large assortment of parts catalogs and service manuals for NH220, NH250, and NT855 (Big Cam/Small Cam) Cummins diesel engines. If you need any help finding the manual you are looking for, please use our quote request form or call us at 855.470.3525: our friendly inside sales staff will.

cummins NAPA Auto Parts - Buy Car & Truck Parts Online How CUMMINS NTC 400 BIG CAM I II II ENGINE WORKSHOP MANUAL , many people also need to acquire before driving. Yet sometimes it's so far to get the CUMMINS NTC 400 BIG CAM I II II ENGINE WORKSHOP MANUAL book, also in various other countries or cities. So, to help you locate CUMMINS NTC 400 BIG CAM I II II ENGINE WORKSHOP MANUAL guides that will 1979 Cummins NTC 400 Diesel Big Cam Workshop Service Jul 15, 2016 FREE CUMMINS ENGINE SIGNATURE ISX QSX15 SERVICE WORKSHOP SHOP REPAIR MANUAL FREE CUMMINS ENGINE SIGNATURE ISX QSX15 SERVICE WORKSHOP SHOP REPAIR MANUAL. mining and industrial settings. Until 2010, this engine was a dual overhead cam design with one cam actuating the injectors. and the other the valve train. Cummins 400 Big Cam Injector Parts TPI halliday edition cummins ntc400 ntc 400 diesel workshop service dw610 manual cummins ntc 365 repair manual pdf tricia joy responder call manual cummins ntc 365 engine manual oil pump user guide testmate free pdf cummins engine ntc 365 manual > priority tcm formula guide cummins 365 big cam 4 diesel engine for sale guide fit viteee cummins Topic: Oil For Cummins ISL - RV.net Re: How big is too big? (sbc cam) I used Desktop Dyno a great deal before turning a wrench. I ended up going to a local cam grinder and choosing a profile that beat Comp's and Crane's best (in the virtual world) for around $80.00 Canadian. CarTech Books SA Design CarTechBooks.com Car and Jul 02, 2011 Okay, I've asked about the Cummins 855 series engines before, but I have some new info. The engines: This is what is on the tag. Both are 1977 manufacture (original for trucks I guess) NTC 350 and block has "Big Cam" cast in it (In a K100 Kenworth) NTC 290 and block has "Big Cam" cast in it.

Cummins Service Manual: FREE CUMMINS N-855 NT-855 NTA

Cummins C Series 6C8.3 6CT8.3 6CTA8.3 Engines Workshop Service Repair Manual IMPROVED PDF manuals have: Bookmarks + Searchable Text + Index --BEST ORGANIZATION! This Service Workshop manual offers detailed servicing instructions and will give you complete step by step information on repair, servicing, preventative mMotorcycle Service Repair Manuals PDF Download Cooling System Components for Cummins NH and NT 855 Engines Show/Hide Details We offer a large assortment of cooling system components, including aftercoolers, fresh water pumps, water pump repair kits, and thermostats for NH220, NH250, and NT855 (Big Cam/Small Cam) Cummins diesel engines.

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1972 KENWORTH W900A For Sale In Jackson, California CUMMINS 3922073 CYLINDER HEAD FREEZE PLUG (89-98 5.9L) INDUSTRIAL INJECTION PDM-07001 12V, 24V & 4BT Freeze Plug Side Plate. INDUSTRIAL INJECTION PDM-08200 12V, 24V & 4BT Freeze Plug Retaining Plate (With O-ring) INDUSTRIAL INJECTION PDM-08208 12V, 24V & 4BT Freeze Plug Retaining Plate (No O-ring) KEATING MACHINE 122910-1P REAR BILLET FREEZE Fuel System Page 5-48 NT - Quality Service Manual Description Covers Cummins NTC-400 Big Cam II 6-Cyl Diesel Engine 542 pages Instant PDF Download Bookmarked, searchable, printable Compatible with Windows/Mac/Tablet This manual covers repair and overhaul of the Cummins NTC 400 “Big Cam II” 6-Cylinder diesel engine. A List of all the Cummins Engines on Diesel Engine Trader Repair manuals Cummins Big Cam III and Big Cam IV, NT 855 Diesel Engine is a system of operation and clearly displaying the information about the product and helps with diagnostic tests to identify existing and potential problems, perform maintenance and repair problem areas and equipment problems. Misc. Engines Manuals - Discounted Tractor Service, Repair Your browser is not supported and will not function correctly. Please select a supported browser from the Cummins NT Series Engines Find many great new & used options and get the best deals for CUMMINS NTC-400 BIG CAM I II II DIESEL ENGINE WORKSHOP SERVICE REPAIR MANUAL at the best online prices at ebay!.

Volvo D11 Volvo Trucks USA Home Dodge 3rd Gen CR 03-07 Upgraded & Replacement Parts Internal Engine Parts 03-14 5.9L/6.7L Cummins Cam Thrust Plate/Retainer 3944001. 03-14 5.9L/6.7L Cummins Cam Thrust Plate/Retainer. 03-07 5.9L Commonrail Cummins Service Manual $ 186.00. 03-07 5.9L Cummins MK-2 w/Big Line Kit Without Engine Mounted APPS $ 227.50. Cummins Nta855 Workshop Manual Pdf - WordPress.com Jun 29, 2019 Steam Workshop: American Truck Simulator. Kenworth W900A Engine Pack (1967-1975) for ATS version 1.36 !!! ONLY This kenworth w900a engine pack was put together with the thought of realism involved. Its a collection of engines from the 70&q Blow-By - MisterFixit Jul 28, 2014 This Cummins ISX and QSX15 Service Repair Manual is intended to aid in determining the cause of engine related problems and to provide recommended repair procedures. Additionally the manual is intended to aid mechanics in disassembly, inspecting parts for Free Polaris ATV Manuals - Polaris ATV Forum - QUADCRAZY Nov 14, 2016 Too high pressure may cause a filter to burst, or at least leak at the gasketbut it's also a parasite, thats why Cummins lowered pressure back in the '80s . Was it with the various big cam engines when they dropped oil pressure specs ? I vaguely recall driver concerns about lower than previously normal readings .

Repair Manuals - Briggs & Stratton Jul 16, 2009 Anybody good on Cummins Big Cam iv low flo overheating problems? This is what has been done so far This is a Cummins BC 4 400 lo flow Recon engine with about 30,000 miles so far we have replace radiator with a 4 row dimpled tube core, water pump , both themostats and the POS is still getting hot any help will be appreciated .Tony cummins antifreeze leak - forums.justoldtrucks.com What is the normal oil pressure for a Cummins NH 855 or NT 855? For regular and big cam engines, normal oil pressure is 15 psi at idle and between 50 to 70 psi at rated speed. For big cam II engines, the normal oil pressure at idle is 10 psi, and at the rated speed it is between 35 to 45 psi. 700 HP Cummins 400 Big Cam - YouTube The Colt Cams Stage 3 "Big Stick" Cummins Camshaft gives you excellent performance, driveability, and is the most popular Cummins Camshaft in the Colt Cams lineup. Colt has worked long and hard on their camshaft profiles and has dyno'd over 50 different combination to give you the ultimate camshaft. Stage 3: Nicknamed the "Big Stick", this cam.

Cummins Engine Fan Clutches Vander Haag's Sep 08, 2010 cummins big cam IV over heat I have an 88 freightliner with the low flow system and after changing the head gaskets,thermostats,radiator,cluch,fan,radiator hoses,an finally doing a complete rebuild it still over heated. Cummins Recall - Information About Recalls & Complaints Dec 12, 2018 Friend has a hay grinder with an 'ol Cummins 855 "Big Cam" and is having fuel pump drive coupling issues. He NEEDS this machine today, and my 855 manual has wandered off. Anyone have any info or comments on replacing the bushings in the accessory drive, and endplay specifications? Cummins Ntc 365 Engine Manual - wsntech.net Jul 16, 2016 - FREE CUMMINS NTC-400 BIG CAM I II II ENGINE WORKSHOP MANUAL The Cummins NTC 400 Engine is one of its kinds. If you are mechanically oriented you may want to start a small collection of service manuals. This manual contains complete assembly, repair, service, maintain, and rebuild specifications for the Big Cam I, New B SERVICE MANUAL - Navistar Aug 13, 2010 I have a Cummins NTC 350 Big Cam 1. I want to replace the accessory drive. What are the steps to set the timing of the - Answered by a verified Technician. We use cookies to give you the best possible experience on our website. I am looking for a service manual for a Cummins NTC 400 Big Cam. Hi tere. I am looking for a service manual for a.

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  1. Jonbass that engine I drove had a MAX of 600PSI at the Rail on that dyno run when we broke a DYNO RATED FOR 700 HP WHEN IT HIT 720 I WAS ONLY AT 450PSI RAIL AND 40 LBS TURBO OUT OF 60 I COULD FEED HER. She also had CERMET Pistons retro fitted Highflow cooling system instead of the crap low flow was equipped with a CAC retrofit we thank Kitty Cat for the Intake on that one. You know a 3406B model intake will mate up with a BIG CAMIV block. If I had really wanted to get extreme I also had water injection to cool off the exhaust if needed. However the Turbo was only at 1000 and would hold til 1200 safe.

    Even pulling Snowshoe in PA she never got hotter than 900 normally Pyro temp. However there was one time she did melt down right before the overhaul. My mother had a Heart attack I found out and my boss told me even if I blew it up scream it in. Wrong thing to tell me that day. IL escorted me in from the KY line I was on I-24 at the time and I came in screaming by the time I got her back to the yard 2 pistons had holes in them one was cracked and #5 had swalled a valve. Why because I melted the turbo into a pile of SLAG.

    Wouldn't it have been cheaper to park the truck, rent a car, and send another driver out to bring the truck home?
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  3. At the time MOMMA WAS CRITICAL Even my dads company over the QC pulled his Governor controls to get him back after relaying his load. They bounced him in 700 miles to get him home. My brother in the USAF and his wife and kid were told GET HOME Emergancy leave. At the time the company I drove for had all of 20 trucks small outfit and that weekend we were all busy most of us were all heading out 4 of us were coming IN to the yard. I was the closest to the Yard and I still did not make it home til 6 PM that night and my dad did not get home til 3 am SUNDAY morning. My Oldest Brother made it in at 8 am Sunday I ran to the next town got my older brother by 8 Saturday night and by 10 AM Sunday we were all in Springfield IL at the Hospital were they had transferred my mother. She was there til Weds of that week.

    Also when they tore the truck down they found the issue. See it had not been OVerhauled YET to become a beast we had hopped her up slightly aka maybe to 540 or so using the pump. Well the foremen found that the Radiatior had lost part of the flow restrictor and it had lodged in the cooling passage of the #1 head also when they examined the Turbo the Factory Original one with 1.1 MILLION on it well they found a crack in the bearing that blocked OIL FEED and that caused the melt down.

    Then the boss went thru the maintance records and my writeups. Saw I had written it up for running hot and also Turbo boost low for 4 weeks PRIOR to the meltdown. I was cleared in the incident the foreman however was looking for a new job. When he called me up and said well you melted her down and I am going to rebuild her for you were do you want the parts to come from I told him DI of Pittsburgh. He goes how much power do you want I said about 700 would be nice he gave me we think at max 850.

    BTW that truck is STILL running hauls grain for a farmer and he LOVES HER in fact he calls her the best money he spent can get 2 extra rounds a day out of that truck compared to a 350.
  4. No offense but the guys at pittsburgh power dont have much of a clue as to how to build a hot big cam motor. They dont get enough fuel pressure to the them. in order for a big cam to run hard u need at least 240lbs of fuel pressure. PP struggles to get 220lbs at 2200 rpm. so what u end up with is a motor that only runs good at 19 to 2200 and doesnt have any power and gets hot easy. There is only one guy I know that can build a good pump for these engines, Tom Roberts, but unfortunatly he wont build any anymore. pp opens the throttle shaft in the pump up to much and u loose all the pressure that way. Just dont run good with one of their pumps. Plus his pistons are to low of a compression ratio. He may promise 700hp but your never gonna make it.
    How would you get this motor to preform
  5. Just get a yellow one and call it a day, i have yet to come across a "come-apart" that i havent blown it doors off. Then again my "five fifty kitty" is more of a "not so stock kitty" :biggrin_25523:
    Hey i am new here and glad to be here. I do admit the c15 cats ARE top of the line on power with just a hook up on a lap top or a programer, i have drove a fld with a 550 and 358 gears and a 13 over pulled like a beast. A cat will out pull about anything out they with just a little modification. But i have also worked on trucks for a long time before i ever drove one my dad was a truck driver and mechanic for cat for 10 years. cat engines are among the most costly to over haul, the fld i drove went down at less than a half a million miles, it was pumping antifreeze out the blowby tube, and had a cracked head, put over 9 grand in a inframe. alot of truck drivers do not know the joy of driving a truck with a manual engine, one that does not have a ecm. Now my truck is a 1980 w9 that has a big cam 350 cummins that has proved it self to not only me but the previous owner, i have had over 35 tons on a log trailer, the truck runs great, i can pull jellico mt about 50 mph grossing 92 thosand pounds in 8th over, it has a 13 over and 4.11 ratio. Now i can do a inframe on this engine for less than a grand in parts. The best part of drivin a old manual motor is when u hit the hammer the black smoke roll from the stacks and the cheack engine light doesn't come on and worry u to death, now don't get me wrong i love to drive cats and have enjoyed a few 2 stroke dd to, they are all good engine but for me i will stick with what i have it is paid for and i know about ever ince of a 855 big cam.
  6. No offense but the guys at pittsburgh power dont have much of a clue as to how to build a hot big cam motor. They dont get enough fuel pressure to the them. in order for a big cam to run hard u need at least 240lbs of fuel pressure. PP struggles to get 220lbs at 2200 rpm. so what u end up with is a motor that only runs good at 19 to 2200 and doesnt have any power and gets hot easy. There is only one guy I know that can build a good pump for these engines, Tom Roberts, but unfortunatly he wont build any anymore. pp opens the throttle shaft in the pump up to much and u loose all the pressure that way. Just dont run good with one of their pumps. Plus his pistons are to low of a compression ratio. He may promise 700hp but your never gonna make it.
    None taken! But i think you may of had some other issues with fuel psi, they did my stc bc4 made 500 psi turned 3000 rpm, not sure what your talking about 220 psi:biggrin_25511: Why won't Tom build any more pumps? I agree PP is not the best on electronics, but mech wasn't bad. Just my .02.
  7. No offense but the guys at pittsburgh power dont have much of a clue as to how to build a hot big cam motor. They dont get enough fuel pressure to the them. in order for a big cam to run hard u need at least 240lbs of fuel pressure. PP struggles to get 220lbs at 2200 rpm. so what u end up with is a motor that only runs good at 19 to 2200 and doesnt have any power and gets hot easy. There is only one guy I know that can build a good pump for these engines, Tom Roberts, but unfortunatly he wont build any anymore. pp opens the throttle shaft in the pump up to much and u loose all the pressure that way. Just dont run good with one of their pumps. Plus his pistons are to low of a compression ratio. He may promise 700hp but your never gonna make it.
    240 lbs of fuel pressure and you will be replacing the cam before 50,000 miles because the injector lobes will be flat. You need higher flowing injectors and high volume of fuel to make power and have the engine live. Also higher compression, high boost and lots of fuel = broken head bolts and hot pyro on a cummins. Look at the factory specs, the lowest power big cam engines like the formula 290 had the highest compression.
    If your just fooling around, you can dig the little plastic ball out of the end of the throttle shaft and turn the fine adjustment screw for the fuel pressure out all the way. Takes 5 minutes and will bump your fuel pressure up 20-40 lbs depending on where it was initally set.
    4 main things to make a cummins run
    1. More fuel
    2. Big Turbo
    3. lower compression
    4. ###### cam timing
  8. The word tripped the censor. I would word it 'decrease the injection timing advance'.

    Most engines in other applications that are powered up also have lower compression ratio pistons. This would be agricultural, industrial, construction, or marine engines
  9. kah68

    kah68Bobtail Member

    Yup Kurt's the man, he even hooked me up with a marine ecm. According to him it should spit out 900whp.... Just waiting on the turbo now.
    Does that not kill your MPGs
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    Several of our clients pull heavy equipment and one of them told me he would judge how much torque he was using by how far the hood would separate from the cowling of his A-model Kenworth! Another owner operator once told us a story about traveling west on I-80 in Pennsylvania with a heavy, wide, escort load. Driving a rig equipped with one of our high performance NTC 475 twin-turbo engines producing about 800 hp, he was on Snowshoe Mountain and pulled away from his rear escort. When he called her on the CB radio asking why she wasn’t behind him her answer was, “I can’t keep up – I have the Coupe De Ville Caddy to the floor!” One last story about high-performance Big Cams comes from my good friend Dwain Pyeatt, who said that with his high performance Big Cam he was able to run from New Jersey to California and never drop more than half a gear with a 13-speed in a 359 Pete at 80,000 pounds.

    Now, why are we talking about an antique engine, you may ask? Because many people are re-doing older trucks – some as toy trucks, but many are running them every day doing local work. Some are still running over-the-road, too, along with the 425-B and C mechanical Caterpillar engines. That’s another great engine, and one that will also produce great power when properly set up and driven correctly! Cranked-up mechanical engines will render long engine life when properly driven, but they must be DRIVEN (not just ran on cruise control). For those who may be too young to remember the 1980s and 1990s, a company called King made cruise control pedals for trucks with mechanical engines back then.

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    There are many other sensors on the engine that can also produce faulty signals. However, the dyno operator must be able to recognize this problem. In general, a diesel engine of 12 to 15 liters will produce 28 psi of boost at 460 hp, 30 psi at 500 hp, and 525 to 550 hp at 32 psi of boost. The 15-liter Caterpillar engine produces more horsepower per pound of boost because it has the longest stroke. A longer stroke makes torque and horsepower available at lower RPMs, and requires lower turbo boost. These numbers are for NON variable-geometry turbochargers. I have yet to compile a list of the turbo boost readings for the VG-turbo engines starting in 2008 and newer, but I will put it on my “to do” list!

    THROTTLE RESPONSE. The Full Tilt exhaust manifold helps with throttle response because of the elimination of turbulence and the fact that it flows 20% more exhaust. Another advantage of this manifold is a reduction of exhaust gas temperature by 125 degrees. With the added exhaust flow, the turbo makes boost quicker and the turbo boost sensor records this and sends the signal to the ECM, allowing the fuel to be delivered sooner by the injectors to the pistons for throttle response. The Full Tilt intake manifold for the ISX Cummins also helps to deliver more boost sooner to the pistons and distributes the compressed air much more evenly to the air-starved cylinders, which are #1, #2 and #6. If you pay attention to ISXs that have failed, it’s usually one (or more) of those three cylinders. You can fix that problem for $1,550 and gain up to half-a-mile per-gallon in fuel savings. Call us today to get yours!

    As always, if you have any comments or questions, I can be reached at Pittsburgh Power in Saxonburg, PA at (724) 360-4080. To learn more about all our high-performance products and services that will also make your truck more efficient, visit www.pittsburghpower.com.

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    Old04-05-2007, 01:54 PM
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    Defaultmore power--better MPG ?

    Well heres a question that I haven't seen on the forum.
    Does anybody have any first hand info on the computer chip overrides that are supposed to give you more power? The one that I was interested in is sold by Pittsburg Performance Products and according to them it will give more power with the flip of a switch. I guess that was a simple explanation but it does intergrate with the original ECM .
    What I do is trash hauling . The gross weight of the unit is 100,000 lbs going over the hills in northern N.H. and Me. I don't expect no mircle but I don't want to waste money on it if it doesn't perform !
    Thank's Be safe

     

    Old04-05-2007, 02:07 PM
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    I had the chip that you put in your pickup and that worked. But, I have some reservations about doing that to a big engine. Wouldn't doing something like that void a warranty or decrease the life or the engine? If you give more power at one end I would think it would go down to the weakest link and BAM. Drive shaft on the ground. Or worse.

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    Old04-05-2007, 02:45 PM
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    Yes there is such a thing as to much power particulrly when I am off road in the landfill. driveshafts and rears can and do explode. I would not be juicing it while I am on site.

     

    Old04-05-2007, 04:48 PM
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    The key to high HP is to realize you don't have to "work it" like you did with a lower output engine. Gentle throttle action with a 600hp beheamoth because the massive amounts of torque are going to propel you at lower RPMs than you needed with your 350hp "weakling".

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    Old04-05-2007, 05:22 PM
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    I've never bought the higher hp = better fuel mileage and more reliable engine.

    As you add fuel, the engine becomes richer. If you have the turbo maxed out and add more fuel, the engine becomes really rich. Both are not good for fuel mileage.

    Take one engine at 400 hp and turn it up to 600 hp, if you use that 400-600 hp you are stressing the engine more then it was originally (capped at 400).

    There may be exceptions, one I can think of is cat engines. As soon as you go to 550 hp, you get TWO DPF's I believe. This could help out in the MPG department.

     

    Old04-05-2007, 11:07 PM
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    Basically, it's not a chip, it is a computer box with 6-7 different settings. The higher HP truck will get better fuel mileage based on variables such as the fact that you are not having to "work" the truck to get the same load moving and keep it moving. You can't use the thinking "you're dumping more fuel into it" because in order to get the maximum efficiency out of the set-up you have to step-up to their aftermarket turbo, and 8" exhaust. Moving that kinda air in and out of the motor it is going to breathe easier and have to work less to do the same job. Most guys with the set-ups aren't romping on their trucks all the time...have you never dropped 45k lbs behind a truck with a 400 hp cat, and had to use a lot of pedal to get it going? Then, drop that same load behind a 625 cat and you have to use very little pedal to get the same effect. My truck at the factory 475 setting wouldn't move loads as easily as it does now, nor did it do it as efficiently as it does it now.

    If you put the Pittsburgh Power Box on a 475 Cat, and set it at the maximum setting using the stock turbo and exhaust, you're going to get full power for about 45 seconds before the computer begins derating and you begin losing power. Just like you don't put just a big cam, or a set of big heads on a stock displacement 302, and get any improvements, you have to have everything matched together to get the most out of the upgrades. For instance, I've taken stock Mustangs, and done heads/cam/intake on them and had them in the 11-second zone, and they get just as good of fuel mileage on the highway than they did before the swap...you use a LOT less go pedal to get up to speed than you did in stock form, and don't have to turn the same kinda rpm to get the same effect as it did in stock form.

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    Old04-06-2007, 12:09 AM
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    Quote:

    Originally Posted by Teal 95 KW

    Basically, it's not a chip, it is a computer box with 6-7 different settings. The higher HP truck will get better fuel mileage based on variables such as the fact that you are not having to "work" the truck to get the same load moving and keep it moving.

    Horsepower *IS* work, if your engine is making more horsepower, you are working it harder. Just because you're pressing on the pedal less, doesn't mean that you are getting better fuel mileage. Look at hondas as a perfect example, you pretty much have the pedal to the floor all the time because they're gutless. Yet they get great fuel mileage..

    Quote:

    You can't use the thinking "you're dumping more fuel into it" because in order to get the maximum efficiency out of the set-up you have to step-up to their aftermarket turbo, and 8" exhaust.
    If it's a good turbo designed to help your engine be more efficient, recapturing the exhaust heat better, then yes I agree completely. But if it's just a chip that changes how much fuel you're putting in(the only thing you can change electronically, without opening up the engine), then no. Most engines come with a turbo too small, and dumping more fuel in it really isn't a good idea.


    Quote:

    Moving that kinda air in and out of the motor it is going to breathe easier and have to work less to do the same job.
    Yes, more air = more power. But more power = more work.

    Quote:

    Most guys with the set-ups aren't romping on their trucks all the time...have you never dropped 45k lbs behind a truck with a 400 hp cat, and had to use a lot of pedal to get it going? Then, drop that same load behind a 625 cat and you have to use very little pedal to get the same effect. My truck at the factory 475 setting wouldn't move loads as easily as it does now, nor did it do it as efficiently as it does it now.
    Again, how much you press the pedal has nothing to do with the fuel mileage. Besides the OEM could've just changed the "feel" of the pedal, and you'd swear you have more power. Mechanical engines feel like they have more power, but they don't. They're just crisper on the throttle. I prefer a softer feel, like my volvo. It's easier to shift. By your logic it should get less fuel mileage, yet I got 7.6 MPG last month.

    Quote:

    If you put the Pittsburgh Power Box on a 475 Cat, and set it at the maximum setting using the stock turbo and exhaust, you're going to get full power for about 45 seconds before the computer begins derating and you begin losing power.
    There's a good reason for that too. High EGT's are very hard on pistons, and aren't good for fuel mileage. You have to match the whole system.

    Quote:

    Just like you don't put just a big cam, or a set of big heads on a stock displacement 302, and get any improvements, you have to have everything matched together to get the most out of the upgrades.
    Yes, but we're talking about diesel engines.

    Quote:

    For instance, I've taken stock Mustangs, and done heads/cam/intake on them and had them in the 11-second zone, and they get just as good of fuel mileage on the highway than they did before the swap...you use a LOT less go pedal to get up to speed than you did in stock form, and don't have to turn the same kinda rpm to get the same effect as it did in stock form.
    Apples to oranges. 302's were never refined to the point that our diesels are. The stock heads are anemic. The stock intakes are anemic. The stock cams are anemic. The stock headers are anemic. The pistons have too much compression height, and not enough compression. I could go on and on.

     

    Old04-06-2007, 03:22 AM
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    Allan that is basically the point I was trying to get across...doing jus tthe power box isn't going to yield alot of gain, you have to do everything that goes with it. Kinda the point behind me talking about doing heads/cam/intake at the same time. I guess my explanation wasn't clear enough, but I'd like to think you got the point of it which it seems in a round-about way you did.

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    Old04-06-2007, 12:21 PM
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    Well now... I got the feedback that I was looking for..Thanks
    I should have noted that I would be putting this device in my pete that is powered by a n-14 cummins. A lot of seasoned drivers ( and owners ) would say that there is not much hope for the cummin because it just doesn't deliver the torque that the cat does. The reason for that is the cat has bigger jugs ie: there is no replacement for displacement. But I like my cummins for the simplicity of the design and the motor parts are cheaper. I was hoping that there might be a quick fix to get a little more oomph out of the motor. Maybe I might reconsider my opinion on cummins and move onto a cat motor.

     

    Old04-06-2007, 03:43 PM
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    I run a Pittsburg box on my 550 CAT.I've had it on for 3 years and wouldn't take it off. I gross 138,000lbs get 5.5 mpg. On cruise I run with tandem up and down hills all day long. My truck got 5.5 when it was a 475 /1650. The throttle response is so much better that we put the soft cruise back on. We had changed it to hard cruise and bumped the motor to a 550/1750 so I didn't have to split gears on small rolling hills. After all that I still wasn't happy. So we went to the box and I run it on the third setting have no black smoke or high pyrometer issues. Same fuel mileage, more power I'm a believer.




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