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				<title><![CDATA[Turbo Diesel Register - Articles - Technical Information]]></title>
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					  <title><![CDATA[Diesels  Rule!]]></title>
					  <link>http://www.turbodieselregister.com/articlelive/articles/83/1/Diesels--Rule/Page1.html</link>
					  <description><![CDATA[A recent study by the Rand Corporation, a non-profit research organization, found that light trucks and autos powered by advanced diesel technology or hybrid technology can provide larger societal benefits than traditional gasoline-powered automobiles. John Graham, dean of the Pardee Rand Graduate School and senior author of the research paper said: &#8220;Advanced diesel and hybrid technologies show very well in this study, in terms of benefits to the individual and society overall,&#8221; Graham said: &#8220;E85 (85 percent ethanol and 15 percent gasoline) simply doesn't provide the same benefits.&#8221; The research examines the benefits and costs of three alternatives to the gasoline-powered internal combustion engine for the period between 2010 and 2020: gasoline-electric hybrid technology, advanced diesel technology, and dual-fuel vehicles that are powered continuously by E85.Click on &#34;visit site&#34; below to read the entire article and post your input.]]></description>
					  <author>kenfreund@yahoo.com (Ken Freund)</author>
					  <pubDate>Sat, 26 Jan 2008 00:00:00 -0500</pubDate>
					 <guid isPermaLink="true">http://www.turbodieselregister.com/articlelive/articles/83/1/Diesels--Rule/Page1.html</guid>
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					  <title><![CDATA[Annual TSB Update For TDR Members]]></title>
					  <link>http://www.turbodieselregister.com/articlelive/articles/73/1/Annual-TSB-Update-For-TDR-Members/Page1.html</link>
					  <description><![CDATA[To an outsider it would appear that each issue of the TDR has a different problem du jour. We could go back and chronicle the various problems, but that&#8217;s the reason for the phenomenal index that was supplied by Bob Vallier and published in previous Issues: 57, 53, 49 and 45. Prior to Bob&#8217;s summaries, indexes in Issues 41, 37, 33, 29, 25, 21, and 17 were compiled by Clay Maxam. We are indebted to Bob and Clay for their many hours of research. Although some will dwell on the problems, the majority of TDR members take the initiative to solve/correct anticipate/prepare for a future situation. That&#8217;s what the TDR is all about! Surprisingly, there have been comments by those unfamiliar with the truck (a prospective buyer of either a new or used truck, or a visitor on the internet or at the truck show) that &#8220;the Turbo Diesel certainly has its share of problems.&#8221; To them, no doubt, the grass looks greener on the other side. However, thanks to the TDR membership group and the support from Chrysler and Cummins, we are equipped with answers and solutions, rather than the dismay and isolation that would exist without a support group. With that brief introduction out of the way, Issue 58 includes&#160;our yearly review of Dodge Technical Service Bulletins (TSBs) issued to date (8/2007).&#160;Previously, Dodge vehicle TSBs were published in CD format and were available for purchase in July/August. As a service to the members we would purchase the TSB directory and then search through the CD to isolate only those bulletins relating to the Turbo Diesel truck. The TSB directory is no longer available. However, the service that replaces it is an improvement. Armed with your truck&#8217;s vehicle identification number (VIN) and a credit card you can log on to www.techauthority.com and, for $20.00, you can view/print all of the TSBs that apply to your vehicle. Using several VINs from years 2003 to 2007.5 we downloaded the TSBs and have summarized the subject, the description of the problem, and the corrective action. Should you need the entire text, you should consult your dealer or use the www.techauthority.com web site to purchase the bulletin(s) pertaining to your truck. See page 102 for further information on TechAuthority. In an effort to consolidate the TSBs for the magazine, we use the same index system categories as Chrysler. Below are the index categories. 02 Front Suspension 03 Axle/Driveline 05 Brakes 06 Clutch 07 Cooling 08 Electrical 09 Engine 11 Exhaust 13 Frame &#38; Bumpers 14 Fuel 16 Propeller Shafts and U-Joints 18 Vehicle Performance 19 Steering 21 Transmission 22 Wheels &#38; Tires 23 Body 24 Air Conditioning 26 Miscellaneous 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. ]]></description>
					  <author>rpatton@ix.netcom.com (Robert Patton)</author>
					  <pubDate>Wed, 21 Nov 2007 00:00:00 -0500</pubDate>
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					  <title><![CDATA[Just the Facts, Please]]></title>
					  <link>http://www.turbodieselregister.com/articlelive/articles/51/1/Just-the-Facts-Please/Page1.html</link>
					  <description><![CDATA[
Cummins/Valvoline Premium Blue CJ OilAnalysis Results
Just an hour or so after we posted the article, CI-4 Plus Lube Oil Availability Problem?,&#160;we received the results for the CJ version of the Cummins/Valvoline Premium Blue CJ Oil.The oil analysis for the CJ version of the Premium Blue product is posted as entry 22 on&#160;our Oil Analysis Chart. &#160;(Click here to download updated .pdf version of Oil Analysis Chart).&#160; Since the CI-4 plus Premium Blue was our entry 1 oil, it is easy to compare the two products.If you compare it to the other CJ oils in our test, it is similar to the other CJ oils with its lack of TBN, calcium, phosphorus and zinc.We&#160;don't think I need to call John Martin. Put this oil into the CJ bin known as &#34;Ho-Hum/least favorite.&#34;]]></description>
					  <author>rpatton@ix.netcom.com (Robert Patton)</author>
					  <pubDate>Wed, 18 Jul 2007 00:00:00 -0400</pubDate>
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					  <title><![CDATA[CI-4 Plus Lube Oil Availability Problem?]]></title>
					  <link>http://www.turbodieselregister.com/articlelive/articles/50/1/CI-4-Plus-Lube-Oil-Availability-Problem/Page1.html</link>
					  <description><![CDATA[

TDR Issue 57 is scheduled to be distributed as normal during the first two weeks of August.
Issue 57 has a six page follow-up to the lube oil analysis project that we started in Issue 56. We added 13 new lube oil samples for author John Martin to evaluate. The conclusion is that the new CJ lube oils are a compromise as they do not have the same additive package as the previous CI/CI-4 plus oils.
This is a TDR first. We are going to give you a .pdf file of the Issue 57 article on lube oils.You may want to immediately go shpping to stockpile&#160;the CI/CI-4 plus lube oil.The proper maintenance of your truck and solid, reliable information exchange are what the TDR is all about.
For a downloadable .pdf copy of this article, click here.
Time is of the essence? Perhaps so. Please read the following e-mail from TDR Member Bill Downs and my response:
E-mail:
I thought you might find this interesting.In view of the articles by John Martin concerning oil specifications, my understanding of the Issue 54 article that the API CI-4 or CI-4 plus was to be available until 2009.I have had no luck finding any CI-4 and when I sent an e-mail to Valvoline, the answer did not address my question.I also got the same answer by telephoneL basically that the only thing available is CJ-4, and it is &#34;backward compatible and just as good.&#34;Perhaps you and John Martin have done too good of a job educating the TDR audience.Where do we find CI or CI-4 plus lube oils?
Bill DownsTDR Member
Our Response:
Bill, good question.I already had my exercise for the day, so I didn't want to jump to conclusions.Rather, it was time to get into the truck and go shopping.
Before I turned the key, I telephoned my local Cummins distributor to have him check his stock of Cummins Valvoline Premium Blue, 15W40.He confirmed what I found on a gallon jug purchased last Friday at Auto Zone.Very discreetly, &#34;CJ&#34; markings preceeded the CI at the top of the API donut.Oddly, the CI-4 plus mark was prevalently displayed at the donut.The part number (VV70509) for the jug did not change.Is this the same lube oil that did so well in the Issue 56 and 57 tests?We will find out as a sample was sent to the lab on July 11, 2007.
So I went shopping.&#160; The first stop was Wally-World (WalMart). On&#160;their shelves, I found:
CI Oils:
Walmart Super Tech Universal (15W40)Shell Rotella T Synthetic (5W40)
CJ Oils:
Shell Rotella T Triple Protection (15W40)Mobil Delvac 1300 (15W40)Castrol Tection (15W40)Chevron Delo 400 LE (15W40)
The next stop, Advance Auto. On&#160;their shelves, I found:
CJ Oils:
Cummins/Valvoline Premium Blue (15W40)Shell Rotella T Triple Protection (15W40)Castrol Tection (15W40)Motorcraft Super Duty (15W40)
CI Oils:
Chevron Delo 400 (15W40)Castrol GTS (quarts only) (15W40)Pennzoil Long Life (quarts only) (15W40)
And finally, from the NAPA store, I found:
CJ Oils:
NAPA Universal Fleet (15W40)
CI Oils:
Cummins/Valvoline Premium Blue Synthetic (5W40)
Observations:
The Cummins/Valvoline packaging was not the only one that&#160;was discreet.There were no packaging differences in the Castrol, Motorcraft, Mobil, or NAPA products.I guess they thought we would not notice?
Yes, availability of the CI/CI-4 plus lube oils is diminishing.I was in search of 10 gallons and purchased my town's entire CI stock.What will I do after three more oil changes?
By way of the Issue 57 lube oil article, we've given you some insight on the differences between the CI and CJ oils.By way of the TDR's website, we've alerted you to a potential problem with oil availability. Stay tuned for further developments.]]></description>
					  <author>rpatton@ix.netcom.com (Robert Patton)</author>
					  <pubDate>Mon, 16 Jul 2007 00:00:00 -0400</pubDate>
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					  <title><![CDATA[Issue 56 - 6.7 HP CR - 6.7 HPCR Engine Meets 2010 Emissions]]></title>
					  <link>http://www.turbodieselregister.com/articlelive/articles/38/1/Issue-56---67-HP-CR---67-HPCR-Engine-Meets-2010-Emissions/Page1.html</link>
					  <description><![CDATA[
It has been a full year since the announcement of the Dodge 3500 Chassis Cab with the 6.7 liter Cummins engine. The 3500 Chassis Cabs rolled off the assembly line last fall and we introduced this column in the magazine to cover developments with the 6.7 HCPR engine.
At the Chicago Auto Show in February Dodge announced their new 4500 and 5500 Chassis Cab that use the same 6.7 HPCR engine. Hand-in-hand was the '07.5 model year introduction of the 6.7 HPCR engine in the 2500 and 3500 pickup trucks.
Somewhat lost in the flurry of announcements, introductions and hardware hitting the streets was the following press release from Cummins. ]]></description>
					  <author>rpatton@ix.netcom.com (Robert Patton)</author>
					  <pubDate>Sun, 03 Jun 2007 00:00:00 -0400</pubDate>
					 <guid isPermaLink="true">http://www.turbodieselregister.com/articlelive/articles/38/1/Issue-56---67-HP-CR---67-HPCR-Engine-Meets-2010-Emissions/Page1.html</guid>
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					  <title><![CDATA[Issue 55 - Technical Topics - Update on Premium Diesel]]></title>
					  <link>http://www.turbodieselregister.com/articlelive/articles/39/1/Issue-55---Technical-Topics---Update-on-Premium-Diesel/Page1.html</link>
					  <description><![CDATA[In January of 2006 I pulled up to a retail pump and saw a sign saying, &#34;We Sell Premium Diesel.&#34;I had no idea what that meant: the fuel pump data sheet did not explain it and the poor clerk behind the counter did not have any information.Time for some investigation. 
I went back to TDR Issue 36 (pages 24-28), which exposed the premium diesel designation as a justification to charge more for something that is better, but not necessarily better in ways that are important.At the heart of the article is the research of Amalgamated, Inc, a supplier of bulk fuel additives to terminals and distributors. Their investigation showed that the standard for premium diesel was so loose that fuels could legitimately be labeled premium and still burn no better (or even worse) in the vehicle than non-premium fuel.In particular, fuels with no improvements in energy content, cetane number, lubricity or low temperature operability could all legally and legitimately carry the premium designation!]]></description>
					  <author>doug@dieselspecialtiesllc.com (Doug Leno)</author>
					  <pubDate>Sat, 02 Jun 2007 00:00:00 -0400</pubDate>
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					  <title><![CDATA[Mega Cab, Long Bed Truck]]></title>
					  <link>http://www.turbodieselregister.com/articlelive/articles/6/1/Mega-Cab-Long-Bed-Truck/Page1.html</link>
					  <description><![CDATA[
Owning a pickup as your daily driver is a way of life in Texas. Many young families and working people were excited when Dodge introduced the Mega Cab pickup in 2006. However, it was frustrating that you could only get the Mega Cab Dually with a short box.
&#160;
Kadell Suggs had been driving a Quad Cab Dually with a long bed and was ready to upgrade. When he discovered he could only get a short box, he drew on the legacy that was handed down from his father and grandfather.&#160; You see, Kadell owns Central Texas Frame &#38; Alignment.
&#160;
Central Texas Frame &#38; Alignment was established in 1979.&#160; Just like his grandfather had done with his son, Kadell&#8217;s dad began teaching him the business.&#160; They now have a 20,000 square ft. facility on 25 acres in its original location in Elm Mott, Texas. David and Kadell have always maintained strict tolerances in the frame and alignment business, which has earned them the respect of fire departments, school districts, and many in the trucking industry.
&#160;
To make a Mega Cab accommodate the long bed, the frame must be lengthened 20 inches. An additional cross member is then added. Brake and fuel lines are all new with no splices. The driveline is lengthened 20 inches and balanced as an assembly. The frame is painted with an epoxy for durability. Presently, they are working on obtaining factory connectors for the wiring harness so that splicing is not needed. They use the short bed as a trade-in on the long bed, and no additional painting is necessary. The current retail price for the conversion is $6495.
&#160;
The response from the public has been phenomenal. Their charter dealer, Benny Boyd Dodge in Lampasas, Texas, sold the first Mega Cab long bed simply by having the demo unit show up at their store. &#8220;The second one sold before it was completed,&#8221; says Benny Boyd Sales Manager, Adrian Aguirre. The Benny Boyd phone has been going crazy after a radio spot announcing the Mega Cab long bed conversions. They have loaded pictures on their website,&#160; www.bennyboyd.com. &#8220;We have several units that will be ready soon,&#8221; says Adrian.&#160; &#8220;But you better put a deposit on one&#8221;. 
&#160;
More information:
&#160;
Central Texas Frame &#38; Alignment
Kadell Sugs
(254) 716-0014
http://www.megacablongbed.com
&#160;
Benny Boyd Dodge
Adrian Aguirre
(512) 556-4880
http://www.bennyboyd.com
&#160;
Tires/Wheels:
Rickson Truck Wheels
(800) 587-7633
http://www.ricksontruck.com]]></description>
					  <author>rpatton@turbodieselregister.com (Robin Patton)</author>
					  <pubDate>Mon, 02 Apr 2007 00:00:00 -0400</pubDate>
					 <guid isPermaLink="true">http://www.turbodieselregister.com/articlelive/articles/6/1/Mega-Cab-Long-Bed-Truck/Page1.html</guid>
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					  <title><![CDATA[2008 Dodge Ram 4500/5500 Chassis Cab Introduction]]></title>
					  <link>http://www.turbodieselregister.com/articlelive/articles/8/1/2008-Dodge-Ram-45005500-Chassis-Cab-Introduction/Page1.html</link>
					  <description><![CDATA[
For TDR Writer, Steve St. Laurent's, initial impressions, photographs, exclusive interviews, video and other information you won't find any place else, click on the above link.]]></description>
					  <author>stevest@centurytel.net (Steve St.Laurent)</author>
					  <pubDate>Sun, 01 Apr 2007 00:00:00 -0400</pubDate>
					 <guid isPermaLink="true">http://www.turbodieselregister.com/articlelive/articles/8/1/2008-Dodge-Ram-45005500-Chassis-Cab-Introduction/Page1.html</guid>
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					  <title><![CDATA[2007 Dodge Ram Heavy Duty]]></title>
					  <link>http://www.turbodieselregister.com/articlelive/articles/16/1/2007-Dodge-Ram-Heavy-Duty/Page1.html</link>
					  <description><![CDATA[Late Friday afternoon (September 1, 2006), one of our astute TDR writers forwarded DaimlerChrysler information about the 2007 model year Ram Turbo Diesel Trucks for us to post to all TDR members. Just click the links below to download the full contents of the press releases (.pdf format). Enjoy reading, then discussing, these press releases' contents.
2007 Dodge Ram Heavy Duty: All-new 6.7-liter Cummins Turbo Diesel Cranks Out 650 lb.-ft of Prodigious Torque.
2007 Dodge Ram Heavy Duty 2500/3500 Feature Availability. 
]]></description>
					  <author>stevest@centurytel.net (Steve St.Laurent)</author>
					  <pubDate>Sat, 09 Sep 2006 00:00:00 -0400</pubDate>
					 <guid isPermaLink="true">http://www.turbodieselregister.com/articlelive/articles/16/1/2007-Dodge-Ram-Heavy-Duty/Page1.html</guid>
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					  <title><![CDATA[Torque Converter Lock-Up Fix]]></title>
					  <link>http://www.turbodieselregister.com/articlelive/articles/18/1/Torque-Converter-Lock-Up-Fix/Page1.html</link>
					  <description><![CDATA[ Lock Up Complaint: Issue 52, page 39, offered an in-depth look at torque converter lock-up. Although the author was specifically talking about the '98.5 and newer trucks, this tip applies to torque converter lock-up on Turbo Diesels '94 and later.
As documented, many people have replaced the TPS or APPS, transmission temperature sensor and numerous other parts trying to correct the ongoing converter clutch problem with varying degrees of success.
Well, for all of the shadetree mechanics in Turbo Diesel land, before replacing any parts or wasting time connecting a scan tool or voltmeter to the electrical circuit, start with the easiest step first.
I have found the cause of the lock-unlock problem to be a frequency-induced electrical noise into the ground circuit of the battery which causes a fluctuating voltage signal from the TPS to the PCM.
The Solution: Locate the 10-gauge ground wire that runs from the negative post of the passenger battery to the back of the alternator. This wire is often tan with a black stripe.
Starting at the back of the alternator loom where the tan/black striped wire heads for the battery, wrap the wire with a piece of tin foil about 4&#34; - 6&#34; in length. Wrap the tin foil with black electrical tape to secure it in place.
Road test the vehicle. If the problem is corrected, smile.
Tony GarcinDunrite ConvertersVancouver, WA(360) 693-3200





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					  <author>rpatton@turbodieselregister.com (Robin Patton)</author>
					  <pubDate>Fri, 21 Apr 2006 00:00:00 -0400</pubDate>
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