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At the current rate of initial purchase, maintenance, and fueling, assuming linear fuel averages for use and no towing - the the break even point for a diesel engine is around 275,000 miles. obviously that margin narrows once heavy loads are placed on the gas engines and economy suffers due to...

Lewis Built arms showed up over the weekend apparently - I've been out of town since last Tuesday so who knows that they look like. I do know that they weigh 45lbs a piece though, which does not sound like a good time. otherwise, on my drive back from the airport in Cincinnati, i reset the fuel...

89 recommended for maximum fuel economy and power, but 87 is acceptable. It just adjusts the VCT and spark timing

the AT3w's are black magic. They have a very soft and grippy compound that you can deflect with your finger, but still somehow manage to wear like iron.

2014

the 68 came out in 2007 as the standard transmission behind the cummins and have been continually improved and strengthened. From what i can discern, the 6.4 and the 68 have been paired together as standard since 2014, which is also when the 6.4 came out.

The 66RFE hasnt been used in years, the replacement was the 68RFE which is considerably stronger. 120k normal fluid cycle, 60k severe duty cycle. It also has dual fluid filters, Dual face torque converter, Bandless clutches for simplicity and wear, and can lock the Torque converter in gears 2-6...

i dont - this info was passed to me that the 6.4 was built to the same load and overhaul interval as the Cummins by a Chrysler engineer.

you were also able to pick your offset with those Trail Ready's, is a huge luxury for fitting the tires

PW gets: -2" higher suspension and softer coils -Electronic locking front and rear differentials with a helical mechanical LSD in the rear diff -285/75R17D Goodyear Duratrac AT's -Unique Forged Alcoa 17x8 rims with safety bead lip -softer front and rear sway bars with electronic disconnect on...

FX4 also gets you the locking rear diff vs open

I just know myself right now with 37's and no adjustment on axle placement, I cannot go full stuff at more than 75% turn without the tire coming in contact with the firewall.

one way or another you need to move the front axle forward about an inch. otherwise, even with the flares, you will have a 40" tire inside your firewall.

its absolutely up to the task - the point is though that the more rigid profile of the 20" rimmed tires are more adept at keeping the face of the tire square to the road surface than the 17's, which are better at manipulating uneven surfaces. there is no doubt the 17 is better for off-road use...

yes, and they wont be. If anyone wants to buy a set i can get you routed to the right people at Falken. When the new R/T comes out this fall, there will be a whole slew of new large sizes available in appropriate load ranges, including a 40" E load.

im going to give you some information you're not going to want to hear you need to run a 20" rim if you want your tires to live and stay quiet

was chatting with Lewis Built and told him my plans for the arms. he's going to pull the bungs for the Johnny Joints out a little bit and to get me some extra length since I'll be pushing the front axle forward. cool to know the guy making your radius arms is on the same page as you

mine has a linkage - its also very apparent as the handle shakes and torques with the driveline

i personally cannot believe they're still using a manual throw transfer case. I love manual over electronic, but there is no point in having a manual transfer case lever any more.

SITREP: I took a chance and ordered the Edge Pulsar external/inline ECM having seen it discussed a few times on them internets and installed it. Impressions are that its $499 price tag is only worthwhile for its performance setting. The Economy setting I haven't gotten to use on a long road...