Turbo for Towing
QUESTION: My truck is an ’08 Ram 2500 with a 6.7L Cummins engine and six-speed manual transmission. The truck has a South Bend dual-disc clutch and stock 3.42 gears. I want more midrange power for towing a trailer that weighs a little less than 10,000 pounds loaded. My plan is to have the stock turbocharger swapped for a BorgWarner S467.7 second-gen kit while keeping the stock fuel system. My question is related to the A/R of this turbo. Would it be better for my daily driver/light towing use to get a turbo with a .90 A/R exhaust housing or 1.00 A/R? Is there anything else I should consider?
Oh! My Six-Oh!
QUESTION: I’m a little stressed because my ’07 Ford truck’s 6.0L Power Stroke engine suddenly quit. There were no warning signs, sounds, or diagnostic trouble codes when it shut down. It just died. The engine cranks but doesn’t fire. There’s no oil flowing to the filter or the oil-pressure-relief valve. The ICP, IPR, and FICM numbers appear to be OK as far as I can tell, per the values noted in the service manual. (ICP is zero when the engine is cranking, the IPR reads 86 percent, and the FICM is at 48 volts.) I haven’t started any disassembly. I’m hoping you guys might know of something else I can check before breaking out the big tools and pulling off the cab to try and diagnose what’s wrong.
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Numbers Not There
QUESTION: We put together a 24-valve 5.9L Cummins engine just like the one you guys did in the magazine in 2016 (“Big Three Blend”) with an Industrial Injection Diesel Performance PhatShaft 62/70 turbocharger, 120hp nozzles, a VP44 injection pump, and 200-gph lift pump. It’s not making the power we anticipated. It rolls some coal early, comes on strong for a few seconds, then feels like it just falls down as soon as she reaches about 2,700 rpm. The dyno numbers we got put it at 321 hp and 730 lb-ft of torque. We were expecting closer to 425 hp and 850 lb-ft. We’re hoping you can provide some suggestions to get us closer to our goal.
QUESTION: My wife and I bought a ’17 GMC Sierra 2500HD, and we have our eye on a used 38-foot fifth-wheel trailer that weighs close to 14,000 pounds empty. From what I have read on some forums, the maximum load for our GMC is 18,500 pounds. Being this close to the towing limit, should I invest in airbags or will the truck still handle well? This will be our first big travel trailer and we want to make sure all is well before heading out for our trip from the Gulf up to Minnesota.
QUESTION: The second 351ci engine in my ’84 Ford F-150 has finally given up the ghost after nearly 240,000 miles. I’m the original owner, and my baby has been garaged its whole life. Because everything except the engine has been redone, I’d like to convert to diesel this time around to get more towing power and better fuel economy than I’d get by rebuilding the 351 or dropping in a 460. I’m leaning toward the Cummins R2.8L or 5.9L. Which one would you recommend? How do they compare in power to the V-8s?
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QUESTION: I have a Toyota rockcrawler with a ’99 Volkswagen TDI 1.9L engine, and its original injection pump went south. I took out the head, plunger, and cam plate and put them in a pump from a 1.6L TDI that was on my used-parts shelf. After putting the “franken” TDI pump back on the engine, it started fine but instantly ran up to about 3,500 rpm with zero throttle control. Has anyone ever experienced this before? Are there any other modifications that need to be done to the pump internally that I might have missed besides swapping in the 1.9L parts?
QUESTION: I have recently rebuilt a 47RE four-speed automatic transmission in a ’99 Dodge 2500 pickup. I also modified the valvebody with a TransGo reprogram kit, installed an ATS Diesel Performance Five Star torque converter, and added a new governor-pressure solenoid kit and sensor. The rebuilt transmission has a good 1-2-3 shift, but the engine overrevs before it changes to Fourth gear, and then the converter immediately goes into lockup. With very little throttle pressure, the converter comes out of lockup at highway speeds (65 to 75 mph), and the transmission does a lot of searching at 45 to 47 mph before finding a gear. Could the overdrive solenoid and torque-converter-clutch solenoid be the problem? Or am I overlooking something?