Dodge Cummins – Page 2 – RoadTraveler.net

October 30, 2017September 6, 2018

Tread Matters: Tire Selection and Fuel Economy

Tread Matters: Tire Selection and Fuel Economy

Tires have been a popular subject in magazines for decades, and forums continually see new threads seeking information and expertise. This is partly because they are expensive. They can also provide dramatic style and performance improvements and are an easy upgrade. With so much talk, it is surprisingly difficult to get unbiased, detailed, and authoritative information.

Fuel economy is another perpetually popular topic. Since tire choice affects mpg, or so we have always believed, the subjects are intrinsically linked. Some folks don’t care about mpg, but many care a lot. Except for the purchase of a new(er) truck or major repairs, fuel is our biggest operational expense.

What if it was possible to improve your highway mpg by 5 or 10%? Not a possible increase from the latest magic program pushed by a snake-oil salesman, but simply by choosing a different tread design? An improvement that could be measured and verified, repeatedly, with real world testing, not just theory or laboratory results that are difficult, if not impossible, to replicate.

What Affects MPG?

In the enthusiast truck world it is commonly accepted that bigger rubber reduces miles-per-gallon. Maybe, but bigger is not specific, sometimes it means wider, taller, or both. Taller tires will increase the overall final-drive-ratio, which can help or hurt efficiency depending on the platform and usage.

Previous tests with my 3.42:1-geared, 2014 Ram/Cummins 2500 used for this article indicate that taller meats up to 35” helped economy, or at least hurt mpg less than one might expect when unloaded. Tradeoffs include less torque and slower acceleration from higher final-gearing, though current generation trucks make plenty of torque and horsepower for most reasonable loads. My sense is that stepping-up to 37s would require lower differential gears for optimal performance.

When folks upgrade their tires, particularly on a four-wheel-drive, they often switch to a higher-void pattern; sometimes the more aggressive tread is chosen simply for looks. Even if we don’t mind the road noise or faster wear of an aggressive pattern, how much fuel does looking cool consume if one rarely or never drives off-road? With multiple, simultaneous changes, it’s impossible to say what caused a reduction in fuel economy. Instead of belaboring what modifications can do to our trucks, or what affects what, I’ll briefly quote myself, “Modifications lead to modifications.”

Beefier tires might cost you more mpg than you think.

Three great tread choices depending on your priorities.

Controlling Variables With Cooper Discoverer Tires

With generous support from Cooper Tires, I performed a series of real-world tests to document how tread design (or pattern) or tread width impacts fuel economy. I invested a substantial amount of time and money to prove or disprove commonly accepted hearsay and to produce solid data I could not find anywhere. The pattern design tests are complete, and my procedures are detailed below together with the results in Table Two. The width results are concerning, or at least surprising, and additional work may be necessary to become comfortable with the facts.

The primary variable to be controlled for the design test was the size, but weights, odometer and speedometer error, wind, and temperatures were also logged. The bullet list below offers details.

Weather forecasts were monitored until several similar days were on the horizon. Because wind is common in Nevada, and typically increases with the afternoon temperatures, just one test was performed each morning, avoiding the higher winds and heat that would influence outcomes if I conducted multiple runs each day.
Three used sets of the same 29.8-pound, forged-aluminum (WBJ) Ram Bighorn 18” wheels were purchased from Craigslist, allowing all tires to remain mounted and balanced in case a test needed repeating.
Odometer error was measured for every design using mile-markers (MM) and GPS, as different treads in a certain size are not dimensionally identical. A single, constant-GPS distance was used for all mpg calculations. Road speed was monitored with GPS and corrected speedometer measurements.
To reduce the possibly of substantial inaccuracies during fueling, and to increase the validity of the data, the roundtrip route distance was 222.7-miles, over mostly level freeway.
Refueling was done at a particular pump, on the slowest fill rate to prevent foaming, and never topped-off. The freeway onramp is just one mile and three stoplights from the filling station.
Appropriate, not maximum, pressures were used for the modified but unloaded truck- 8,900-pound GVW.
The tailgate was up and the A/C was on.
Cruise control was used and only adjusted or turned-off briefly when absolutely necessary, and notes were logged regarding any irregularities. If an accident, construction, or other mishap would have caused stopping or a substantial speed adjustment for an extended distance, I would have aborted and repeated the test.

EVIC mpg info is often inaccurate, doing the math is better.

All-Terrain, Commercial Traction, Or Mud-Terrain?

When enthusiasts upgrade their rubber it’s common for choices to fit into one of three categories; all-terrain, commercial traction (hybrid), or mud-terrain. I chose the LT295/70R18E size, which is approximately 34” tall and 12” wide, with an impressive 4,080 pound capacity at 80 psi. Cooper offers three of their popular, yet distinctly different Discoverer patterns in this size: the Discoverer A/T3, Discoverer S/T MAXX, and Discoverer STT PRO.

Readers should remember than although every effort was made to limit variables, these were real-world tests using off-the-shelf products; some differences naturally exist. One easily overlooked fact is that tire compounds are proprietary, and each has its own special cocktail. Tread depth, and sidewall and tread plies also vary depending on the terrain and audience targeted. So the differences affecting performance and mpg are not just the visible patterns, but they include the compounds and the overall construction of each tire.

Cooper A/T3, S/T MAXX, and STT PRO designs.

Discoverer 295/70R18E Measurements

The differences between tires of a particular size are often small, though one should be careful when comparing those from different manufacturers and/or a vastly different pattern. Over the past decade I’ve evaluated several sets of Cooper-branded and Cooper-manufactured tires, and my measured values have repeatedly matched the published specifications. Occasional, slight variations appear to be from measuring tools, mounting on narrower rims, etc. Manufactures know precisely what they are producing; they want to be as accurate as possible. Careful measurements were made of each Cooper design, and the details are in Table One.

Reading forums leads me to believe that some consumers don’t measure accurately, and/or expect the on-vehicle dimensions to be identical as the wheel-mounted, off-vehicle measurements; these folks cry foul when they are not. That is silly, as the weight of the vehicle, psi, and wheel width all affect the on-vehicle stature, and this is something the manufactures have no control over.

If you read carefully, and do some math, you may notice that the measured weight of a solo tire, plus the 29.8-pound wheel, does not match the mounted data, there are a few extra pounds in the sums. I’ve seen this many times before, as measuring bare wheels is difficult, and generally I must hold them against my chest and subtract my body weight. The figures listed in table one are what my shop scale, a good bathroom scale, indicated, plenty accurate for weighing heavy auto parts. Emphasis should be placed on the mounted weights, as nobody drives on wheels without tires. The few pound difference between these designs is negligible on a heavy-duty truck with prodigious torque and weighing nearly 9,000 pounds.

All 295/70R18 tread designs were about 34.25” tall.

Straight edge, a rule, and a keen eye were used to record height and width.

Table One, 295/70R18 Measurements

Cooper Discoverer 295/70R18	A/T 3	S/T MAXX	STT PRO
Weight (pounds)	60.2	66.4	68.8
Weight mounted (pounds)	92.0	97.4	99.8
Height unmounted	33 11/16”	33 13/16”	34”
Height mounted @60	34 4/16”	34 5/16”	34 5/16”
Tread width	9 7/16”	9 10/16”	10 3/16”
Tread depth	17/32”	18.5/32”	21/32”

Table Two, Tread Affecting MPG Test Data

Tread Matters MPG 295/70R18	A/T3	S/T MAXX	STT PRO
Test GVW (pounds)	8,900	8,900	8,900
Tire PSI F/R	60/40	60/40	60/40
Date	9-28-16	9-27-16	9-29-16
Time	0832–1202	0859–1230	0837–1208
Temperatures F	54-59-72-70-76-72	52-58-67-73-75-78	58-60-56-69-79-76
Wind/Gusts	1/2-5/5-2/5-4/4-1/2	4/4-2/3-0/0-1/2-0/0	0/0-3/4-5/6-3/8-0/0
Odometer	27,241–27,459	26,950–27,168	27,503–27,721
Trip Odometer	217.6	217.7	217.5
Odo error % MM & GPS	2.24/2.34	2.17/2.29	2.28/2.39
GPS (miles)	222.7	222.7	222.7
MPH indicated	64	64	64
MPH GPS	65.0–65.5	65.0–65.5	65.0–65.5
RPM Tach/Edge Insight	1,700/1,677	1,700/1,680	1,700/1,677
Fuel used (gallons)	10.380	11.033	11.533
ECM indicated MPG	23.2	22.4	21.0
MPG calculated	21.45	20.18	19.30

The less aggressive Cooper A/T3 delivered much better mpg.

Tread Results Commentary

Choosing the Cooper S/T MAXX over the STT PRO mudder offers a 4.6% bump in fuel economy. Running the A/T3 instead of the S/T MAXX delivered a 6.3% increase. The leap from the STT PRO up to the A/T3 is 11.1%. Wow!

It’s impressive that a modified, heavy-duty, 4WD pickup with prodigious capabilities, weighing 8,900 pounds empty, with 34” x 12” tires mounted, can still reach or exceed 20 mpg during highway travel. Obviously most driving involves at least a few and stops and starts, but these repeatable tests demonstrate what is possible if speed and idling are minimized. If I picked the Discoverer A/T3, it appears that long distance highway runs, even with a couple pit stops, could top 20 mpg.

If one needs the extra grip offered by the STT PRO or S/T MAXX, choosing the A/T3 all-terrain might not be an acceptable tradeoff. Yet, if one is so inclined and has the space, these numbers seem to reinforce the practice of having two sets of tires and wheels. Whether they are all-terrains and mudders for your truck, or highway and winter rubber for your car, strong arguments can be made about picking the right tool for the job. We don’t wear flip-flops to go mountain climbing, and our clodhoppers are out of place in a gymnasium.

Off-highway traction is great with a mudder, but you will pay at the pump.

Does Width Matter?

The initial primary platform for measuring how tread width affects mpg was my modified, heavy, and low-geared ‘06 V8 4Runner, because I already had one of two desirable sizes. One might think the results would be relevant for most light-truck platforms. The conditions and procedures were the same as those for the different tread patterns.

I used Cooper’s S/T MAXX in 255/80R17, and 285/75R16, both 33” tall, but the 285s are substantially wider. The 255s are about 10” wide and the 285s about 11.5”; conventional wisdom says the 285s would consume about 1–2 mpg. Without creating another table, the short story is that theses tests delivered ambiguous results, there was very little difference. I was shocked! Followup runs might indicate these results were a fluke, but there were no obviously problems or procedure inconsistencies. The narrower 255s delivered 18.34 mpg, and the 285s 18.22 mpg.

I thought wider treads consumed more fuel, not so sure anymore.

On the car or dismounted, the 285s are much wider than 255s.

Ram Width Comparison

Two sets of tires and wheels for my ‘14 Ram partially met the width criteria, meaning they were very similar height with the identical tread pattern, yet the width difference was small. I had them, so test I did, using the same parameters, during the same week, weather conditions, etc.

One set were the 295/70R18 S/T MAXX in table one. The other were 285/75R17 S/T MAXX mounted on 2015 (WFV) forged aluminum Power Wagon wheels, which weigh 28.6 pounds each. These 285mm-wide Discoverers are also 34” tall, but just fractionally shorter than the 295s. The mounted, measured tread width difference between these two sets is only about 3/8”.

The seventeens were evaluated at the end of six consecutive days of testing, and the weather started to change, with 22 mph winds near the end of this last trip. This was noteworthy, but I’d argue that there was not enough wind during most the run to impact the outcome. The data appear to support that opinion. For the slight difference in width, the results appear appropriate. There simply was not enough difference to influence economy, 20.18 vs. 20.22 mpg. I call that a draw.

295/70R18 vs. 285/75R17. Not a huge width difference but still easy to see.

Forged 17” Power Wagon wheel on the left, forged 18” Bighorn wheel the right.

Table Three, 285/75R17 Measurements

Cooper Discoverer 285/75R17	S/T MAXX
Weight	64
Weight mounted lb.	93.4
Height unmounted	33 11/16”
Height mounted @60	34”
Tread width	9 1/4”
Tread depth	18.5/32”

Table Four, Ram Width Matters 285/75R17

Width Matters MPG	S/T MAXX 285/75R17
Test GVW lb.	8,900
Tire PSI F/R	60/40
Date	9-30-16
Time	0759–1130
Temperatures F	55-59-69-71-73
Wind/Gusts	0/0-3/4-5/5-5/14-22/22
Odometer	27,780–28,000
Trip Odometer	219.0
Odo error % MM & GPS	1.57/1.68
GPS miles	222.7
MPH indicated	64
MPH GPS	65.2–65.7
RPM Tach/Edge Insight	1,700/1,690
Fuel gallons used	11.011
ECM indicated MPG	20.9
MPG calculated	20.22

Good traction with a tolerable mpg penalty, I prefer a hybrid/commercial traction tires like the Discoverer S/T MAXX.

The Ram results were not a big surprise. The lack of separation between the 4Runner’s width test mpg numbers, and to a lessor extent the Ram’s, have me questioning how much tread width alone impacts fuel economy. Much taller tires, with the corresponding overall gearing changes, combined with more aggressive tread patterns may be the main story behind fuel economy losses when fitting aftermarket rubber. Sometimes testing answers questions.

James Langan

A version of this article was also published in the Turbo Diesel Register magazine.

Source:

Cooper Tires: coopertire.com

September 7, 2017

2 Low UnLoc From BD Diesel Performance

BD’s kit 1030705 2 Low UnLoc for late model Ram trucks

Installing BD Diesel Performance’s 2 Low UnLoc Differential Kit For Fourth Generation Rams

Moving Slower

Reversing and maneuvering large trucks, trailers, or other big outfits can be challenging and even stressful for those lacking skill or confidence. One way to mitigate the reduced visibility and risk of hitting something and causing property damage, or worse, is to move slowly. This is obvious to most everyone, yet the slowest transmission gears, first and reverse, are still tall for creeping around campsites, parking lots, and other narrow spaces. Adding grades and/or tight turns can increase the gearing deficiency. Excessive slipping of a clutch or loading of a torque converter is not a perfect solution, but sometimes a necessary evil. Done improperly with too much rpm, or repeatedly, wear or a mechanical failure may be the eventual reward.

Transfer Case Auxiliary Gearboxes

Four-wheel-drive (4WD) trucks have become extremely popular in recent decades, even with folks that rarely, if ever, venture off-pavement. The low gearing in most transfer cases lives a very lonely life. The point of low-range is to go slow in technical situations, with the added benefit (or impediment) of powering the front tires. Using low-range increases torque and helps the engine move loads at slower speeds, even at low idle. Some savvy and careful drivers will shift into 4WD-low to access the gears for backing and maneuvering, but this is not without consequence.

Traditional part-time transfer cases split engine torque equally between the front and rear axles and are designed for slippery surfaces. A slipping tire can release the inherent bind that occurs at the transfer case between the front and rear shafts. When used on high-traction surfaces that don’t allow dissipation, there is a possibility of drivetrain damage, though the risk is small if the steered tires remain straight and distances are short. Once the front tires are turned, which dramatically increases the need for differential action, drivetrain windup will result. This energy is transmitted to and felt in the steering wheel, which will move or jerk in the driver’s hands as the drivelines complain. (Full-time 4WD systems use a center differential, avoiding the conflict between the front and rear drive systems.)

Two-Wheel-Drive Low

When most 4WDs had manual-locking front hubs, simply keeping the hubs in their normal, unlocked position allowed shifting into low range without connecting the front wheels to the axles. This works, and I did it for decades. Drivers should be careful and smooth because all of the engine’s torque, now multiplied by the transfer-case gears, is going to only one driveshaft, not two.

Manual hubs on Dodge Turbo Diesels disappeared with the First Generation in 1993. Second Generation trucks have a vacuum-operated front axle disconnect system that allows a relatively simple bypass to use low-range 2WD. BD Diesel Performance still makes a kit for these Second Generation Dodge trucks. After Dodge eliminated the disconnect system in favor of constantly driving the front axles, no simple solution existed; the only real option was to add manual hubs. With the return of front axle disconnect on heavy-duty Rams in 2013, now electrically-activated, preventing 4WD from engaging while accessing the low-range gears is again easy.

DISCLAIMER—As always, use extreme care and (un)common sense. Operate all machinery with due care, while also accepting the inherent responsibility that comes with any modification. You may be your own warranty station.

2 Low UnLoc

Spring 2017, BD Diesel Performance introduced their two-wheel-drive low solution, the 2 Low UnLoc kit for 4WD 2009–2017 1500, 2014–2017 2500, and 2013–2017 3500 Rams. BD sent me one of the first units.

One end of the harness has two OEM-quality connectors that go inline at the Drivetrain Control Module, another has ports for the two included relays, and a third connects to the supplied switch. My friend Phil and I installed the kit on his 2014 2500 with 35,000 miles on the clock. He tows a 24-foot travel trailer.

Plug-and-play harness makes for an extremely easy installation

It’s So Easy

The 2 Low UnLoc for late-model axle disconnect trucks is a simple add-on. BD’s directions were followed almost to-the-letter because I found no way or need to improve the process. The one slight deviance was drilling the switch hole.

Removing three push-in retainers for the carpeted panel below the glove box allows pulling the carpet rearward, which exposes the drivetrain control module. Unclipping the black plastic cover exposes the blue factory male connector that is replaced with BD’s. The OE male plug snaps into BD’s female connector. Re-clipping the drivetrain control module cover was only a minor struggle with the extra BD connector inside.

There is plenty of harness to locate the relays far from the drivetrain control module if desired, but we secured them below module with mounting tape. The last thing to do was to make a hole for the switch.

First step, remove carpeted panel below the glove box

Pulling the passenger side carpet exposes the drivetrain control module

BD’s harness placed inline at the drivetrain module

Pulling The Center Stack Cover

Removing the center dash cover that surrounds the radio and HVAC control is a simple task, though like doing anything for the first time there can be trepidation. The first step is the most critical and can be easily overlooked by the uninitiated.

A plastic liner snaps into the tray above the radio and must be removed to expose two TORX T20 screws. Remove these two screws first and replace last. The remainder of the piece is held with several snap-in clips, mostly around the perimeter, and it is simply pulled away at the edges. I use my fingertips and/or a plastic interior trim tool. After the surround is loose, a few connectors on the rear must be unclipped before the piece can be completely removed.

Drilling

Phil and I started this 2 Low UnLoc project by removing the dash center stack cover, which confirmed we could use the blank spot below the cubby on the right. From the front it appeared that the matching blank space on the left could be used instead. This was not the case on Phil’s truck, as there was a connector on the back. These little panels are great locations for switches, plus they are replaceable, secured with four Philips screws on the rear.

BD recommends using a stepper drill bit to make the hole for their lighted rocker switch. I don’t own a stepper bit, but I would have been concerned about going too deep and making the hole too big. The largest bit in my toolbox is a 5/8”. After stepping up to this size we were close, but the hole was still slightly undersized. Carefully enlarging the hole with the same 5/8” bit worked; I stopped while the rocker was still a very tight, interference fit. A small file was used to cut a notch for the locating tab on the left side. Because of the snug fit, we were unable to use the 2WD LOW sticker BD provides with the kit.

Notched left side of hole for locating tab

Function Testing

Before pushing the rocker switch into its tight, final resting place we loosely connected the three color-coded wires and tested the 2 Low UnLoc system. The operating procedure requires rotating the rocker switch to the on position first, then moving the transfer case selector or lever to low-range. The red light on the rocker will illuminate, indicating that front axle engagement has been bypassed, and BD’s 2 Low UnLoc is active. To deactivate, the sequence is reversed; the transfer case is shifted back to two-wheel-drive high-range, then the switch is turned off.

Color-coded harness wires for the switch

After rotating the rocker, and shifting the transfer case, the switch light illuminates

We reassembled everything and tested the feature again. It worked. Phil and I both love the BD 2 Low UnLoc and think the $148 price is worth the functionality and ease of installation. Geno’s Garage stocks the 2 Low UnLoc kit, and reports they have been selling well.

James Langan

A version of this article was also published in the Turbo Diesel Register magazine.

Sources:

BD Diesel Performance: dieselperformance.com, 800-887-5030

Geno’s Garage: genosgarage.com, 800-755-1715

December 20, 2016July 5, 2017

No Spill Systems Oil Drain Plug

Screwing the tube on opens the O-ring-sealed plunger allowing the oil to drain.

No-Spill Systems

Nearly two decades ago I learned about the No-Spill™ Systems oil-drain plugs from Geno’s Garage and have been a fan since. I love their quality and how they function. No-Spill’s housing and working parts are made with high-quality brass instead of steel. Some competitors use brass dust caps on steel plugs, and when the metals expand and contract at different rates the caps can fall off. No-Spill uses all brass construction, so the dust cap is more likely to get tighter as the parts heat-up, not looser. The brass construction is also intentionally sacrificial. Brass is softer than the steel of most oil pans, and if over tightened the plug will break or the threads may strip before those inside the pan. This is extremely important on large equipment and aircraft, where oil pans can cost thousands of dollars, plus the labor to remove and replace them.

In applications where a new washer/gasket is supplied, they are made from solid copper, not hollow core (fiber-filled) copper, and the spring inside the plug is stainless steel. The No-Spill was formerly manufactured in the Netherlands, but they now source all their metals from the United States with the final machining and assembly done in Canada.

Quality is the name of the game here, and often you get what you pay for. As a fan of top quality parts, I would rather buy the best, most-functional accessories whenever possible. All No-Spill Systems come with a lifetime warranty on all parts and workmanship.

The compact system on my 1996 7.3L Power Stroke F-350 sold to a buddy in 2014, was in-use for 18 years. Our Toyotas also sport No-Spills; one is a nine-year-old compact and the other a right-angle design. Using these has been a pleasure, and I can’t abide returning to a standard, messy oil changing process.

No-Spill Systems engine oil changing kit.

Magnetic

For our 2014 Ram/Cummins 2500 I chose a 10-18150-06, a standard design (not compact) with a magnet in the center. There are those that might argue that a magnetic plug is unnecessary with modern filtration, and if needed, Ram or Cummins would include one. Maybe so, and countless Cummins Turbo Diesels survive without one, but pulling the copy of Robert Sikorsky’s Drive It Forever from our bookcase, and reading his recommendations encouraging using one, the wisdom of my decision was supported by a higher authority.

A magnet and a real copper gasket were noticeably missing on the factory stopper I removed. Maybe the thin rubber film on the OE plug base would seal for many changes, but it appears cheap. Kudos to Ram/Cummins for only requiring a simple 3/8-inch ratchet for removal and for the low profile, high-clearance design.

I was being careful and trying to avoid a mess, but pulling the OE plug from the pan was not a splash free affair. Never again with the No-Spill.

This No-Spill extends 1.2-inches below the bottom of the pan, not much, but being accustomed to the shorter compact design, it looks substantially lower. As a frequent backcountry traveler, I may change to a Compact, particularly if I don’t fashion a skid plate to protect the oil pan. It would take a large rock tumbling under the front axle to hit and damage this plug, but plenty of rocks have rolled under the soft white underbelly of my rigs during technical sections of trail. The consequences could be severe.

Installing the magnetic No-Spill was easy; with the one exception being it’s so large. Only because I’d recently purchased a 3/4-inch-drive socket set did I have the 1 3/16” socket I needed. Without a 3/4- to 1/2-inch reducer in my toolbox I couldn’t torque the plug to specification, instead I had to use old-fashion feel. After buying an adapter I confirmed it had at least 30 lb-ft of force applied. Subsequent changes will be a pleasure, devoid of splashing when three gallons of hot oil all fight to exit the pan at the same instant.

A large, 1 3/16″ socket was needed for the installation and torquing of the No-Spill plug.

Torque to spec, don’t over tighten, you may break the plug. I’ve done it before.

Oil Change Number One

This was the first new vehicle in decades that I avoided doing an extremely early, precautionary oil change, usually around 1,000 miles. When essentially new lubricant is drained from the latest generation Cummins ISB engines designed to travel up to 15,000 miles on fresh lube, it’s almost unused.

Modern engines are made to tighter tolerances, and there is less physical wear-in than in the distant past, but there is still some. The Ram owner’s manual speaks to this, saying “engine run-in is enhanced by loaded operating conditions which allow the engine parts to achieve final finish and fit during the first 6,000 miles.” Note the word loaded. Don’t be afraid to work a new engine. Use the whole rpm range and all the gears, plus transfer case (off-pavement) if you have one… stuff needs a “final finish”. Does this mean the oil should be changed before the EVIC says to do so, probably not? But learning that our maintenance regime might be overkill is a good, first-world-problem to have.

Doing early oil changes has not always been about dumping the factory fill for more of the same, but often to insert a preferred synthetic at what was traditionally considered very low mileage. Confident my engines have received a good and varied initial break-in during the first 1,000 miles, my anecdotal evidence has been zero consumption, leakage, nor any oil-related problems from modern cars and trucks after adding synthetic after few miles. At 1,000 miles the wear-in process has just begun on heavy-duty diesels, and towing and hauling use ensues. However, early use of synthetic oil in new Ram/Cummins ISB engines is not a concern, they are delivered with 5W-40 synthetic in the pans.

Three-Pronged Oil-Change Goal

Changing the engine lube in the new 2014 truck at 2,800-miles was about a few things, none of which were related to serious concerns about it being worn-out. The goals were: installing the No-Spill, using my chosen product, doing a baseline used-oil-analysis, and practicing the procedure once while the truck was new, clean, and before it needed a service. The first three are simple, but there are tips and a story surrounding the last.

Much oil life remains after a mere 2,800 miles in a late model Cummins 6.7L ISB that uses DEF.

Changing engine oil is a simple task, but every vehicle is slightly different, and familiarity makes it easier and faster each time. Inline-six engines were historically straightforward to work on, our beloved Cummins ISB included, though like all modern vehicles there is increasingly little space under the hood and access is limited. Reading fourth-generation changing tips in both the TDR magazine and the Turbo Diesel Register online forums, I knew to remove the intake duct or use the passenger-side fender liner/wheel-well opening for filter access.

This 6-speed manual truck lacks the obstructive automatic transmission cooling lines near the wheel-well port. Access and leverage to remove the notoriously tight factory filter was much better through the wheel well, and there is no chance of debris falling into an open and exposed intake system. The fender-liner opening appeared faster and better.

Current G56 manual transmission Ram/Cummins trucks offer good oil filter access through the provided opening in the fender liner. Removing the right front wheel provides room to work.

To make the job easier I removed the right front tire, a quick task because I frequently test different sets of tires and wheels and have-it-down. Lifting the front axle with a floor jack, lowering it onto a six-ton stand, removing the wheel nuts with a cordless impact gun, and pulling the tire took less than five minutes.

With the tire removed reaching the filter was easy, but a minor modification improved access. The block-heater cord was on the forward side of the battery ground cable to the block. It might have limited lowering a full filter, or caught my fingers, encouraging a fumble. Unclipping the cord from the ground cable and unscrewing it from the heater element allowed repositioning it to the rear of the battery cable. The reusable OE clip was attached, and I was ready to proceed.

Block heater cord was moved aft for more clearance.

Simply unscrewing the the block heater cord from the heating element allowed easy rerouting for better access.

Ready to remove the factory Mopar filter.

The metal band wrench purchased in 1993 for our first-generation Dodge Cummins Turbo Diesel still works perfectly. The filter was tight, I almost needed two hands, but I was able to loosen it without resorting to a cheater bar. After loosening, as a precaution, I used the gallon plastic bag trick. I’d read that the level would drop over time, and I’d eaten lunch between pulling the plug and returning to change the filter. Unsealing the filter resulted in zero spillage. Lowering the it into the space between the frame and engine, and then angling it toward me, I could see the oil level was about 1.5-inches below the top, and sealing the zip-lock bag was unnecessary. Pulling the filter through the liner opening allowed a few ounces to spill into the bag as I reached the maximum angle. The plastic bag technique provided a welcome safety net.

As many DIY guys note, the original filter was tight, but nothing more than a good tool and arm strength were needed.

Using the old gallon freezer bag trick to prevent spillage.

Filling new filters before installation has proponents and detractors. I’ve mostly been a filler, but the two Toyota V8s and VW TDI in our garage don’t allow pre-filling, so only the old ’96 Ford 7.3L (with superior access under the truck) has received this treatment in recent years. The Cummins Filtration Fleetguard LF16035 (purchased from Geno’s Garage) has pictures on the side suggesting filling before installation; I didn’t. Removing the risk of spillage or possible contamination, I was ready to add oil to the crankcase. It may sound like a small detail, but I appreciate the 12-quart capacity. Our ’96 F-350 7.3L needed 14 quarts, and it’s nice to just pour-in three gallons.

Aside from minor splashing after removing the factory drain plug, this was an extremely uneventful oil change with zero mess or spills—until I started pouring the last gallon into a funnel while looking through my camera viewfinder.

Oil Religion Conversion and Chevron Delo 400 5W-40

In recent years my preferences for some brands and products has evolved. I’ve read the Turbo Diesel Register articles about oils that “meet the specification”, and the difference or lack thereof between brands. I was a never an only this brand guy, but still I won’t buy the cheapest stuff I can find. Reputations matter, and I enjoy consistency. The Cummins ISB is tough, and I’m more concerned about the lubrication of other drivetrain components than the engine. There are many satisfactory lubricants; using one oil for a few applications simplifies things.

Several gallons of Delo 400 5W-40 already sat on shelves in my shop intended for other rigs when the new Ram joined the fleet. This Delo meets the specification, is readily available for a low price in my part of Nevada, and will suffice for all temperatures the truck will experience. This lube should work as well as any that meets the spec, and for fun and edification I send samples to be analyzed so we can see how the performance compares to the EVIC oil-change indicator. Using the 15W-40 suggested for temps over zero Fahrenheit is an option, but the truck will see its coldest temperatures in the backcountry, with no power for the block heater. So for now I like 5W-40.

Delo 400 5W-40 has been my chosen diesel lube for the past several years.

With the dust cap on and ready for travel.

Future Change Intervals

The massive increase in oil-change intervals (OCI) on the 2013-up consumer pickups is due to the introduction of SCR/urea injection and the lack of oil dilution. I prefer a longer OCI when possible, and would not be wild about the shorter OCI on the earlier fourth-generation pickups. TDR editor Patton has confidence in Ram’s algorithm to determine OCI, and my EVIC numbers and percentages seem to support driving almost 15,000 miles before a change would be required.

After logging 2,816 miles on the engine the EVIC indicated the oil life was 82-percent of new. Simple math tells me that service life was reduced 1-percent every 156 miles. If that duty-cycle continued, I could have traveled 15,600 miles before needing a change. Impressive! This rig had yet to haul heavy loads or pull trailers, and doing so can reduce the oil’s longevity. Interestingly, the fuel-filter life was almost the same, with 81-percent remaining. The EVIC logs the engine miles and hours, and used oil analysis will likely backup the EVIC data. But what about a time-based OCI?

Resetting the EVIC oil monitor completes the process.

The 2014 Ram owner’s manual diesel supplement says, in bold, “replace the engine oil and oil filter every 15,000 miles (24 000 km) or six months, or sooner if prompted by the oil change indicator system. Under no circumstances should oil change intervals exceed 15,000 miles (24 000 km) or six months, whichever comes first.”

The six-month interval is ridiculously short. I’m calling bull on Ram and Cummins here. My truck was more than six month old when purchased. The lubricant was not changed before it was sent to me, the factory filter was still in-place, and the drain plug had not been touched. Was Dave Smith Motors in violation and my warranty in jeopardy because the engine lube was not changed? Did they sell me a truck that had not been maintained properly? Do the rules apply to me but not them? Balderdash. I’m confident the information obtained from oil analysis will show that about once a year will be often enough for a time-based interval. Avoiding draining three gallons of serviceable oil every six months will more than cover the cost of the oil analysis. We shall see.

Resources:

Geno’s Garage: genosgarage.com, 800-755-1715

No-Spill Systems: nospillsystems.com, 866-466-7745

A version of this article was previously published in Issue 87 of the Turbo Diesel Register (TDR) magazine.

August 19, 2015February 18, 2017

Toyo M/T 255/85R16 Part 5

Mud terrain tires are happiest off-pavement

It’s time to continue telling this story, too much has passed, time for closure and for a small blog revival. Depending on your point of view, particularly if you are a Toyo Open Country M/T fan, you may consider this a not-so-happy ending. We will get there together…eventually.

Within ten days of ownership these LT255/85R16E Toyos saw many miles of both graded byways and less traveled four-wheel-drive roads, but nothing one would consider extreme four-wheel-drive use or abuse. The on-payment towing miles involved heavy but not maximum loads, or excessively high freeway speeds. The trailer parts run to town and back added some unloaded highway miles, but of course the tires were appropriately inflated for pavement travel.

My hunting partner Charlie has been running the 33.5-inch tall LT295/70R17E Toyo Open Country M/T tires on his 2007 Dodge Cummins Turbo Diesel since new. He’s never been thrilled with their longevity, getting about 30,000 miles from each set, and by that mileage they are gone. He doesn’t drive hard or aggressively, but he does use his truck as a truck, and typically not a daily-driver. His rig sees some loads, mostly the occasional pulling of a moderate travel trailer (approximately 6,500 pounds), plus some bed cargo, and recently more highway miles running between Nevada and Oregon. One of his observations and comments regarding the Toyo M/T that I’ve never forgotten was that the tread seems to “almost melt off the casings” when towing. Before we get to the wear, there was another development during this trip I want to share.

255/85R16E Toyo Open Country M/T. A great, very rugged tire, but not immune to puncture. — 255/85R16E Toyo Open Country M/T. A very rugged tire, but not immune to puncture.

No Tire Is Immune From Damage

Even the most rugged tires are relatively fragile when the conditions are right. They are all just rubber balloons, relatively soft compared to the hard and sometimes sharp and pointy objects we pilot them over. A few years ago while on a very remote section of trail with a large group of backcountry 4WD travelers, I cut a sidewall on one of my Dick Cepek F-C II tires. I received a good ribbing from a few guys for running thin, 2-ply sidewalls. My assessment then was the same as it is today, 3-ply sidewalls are nice and can help, I like and sometimes even prefer them, but they are also sometimes unreasonably worshiped. Again, any tire can be compromised, and I won’t avoid running a particular tire just because it doesn’t have a 3-ply sidewall.

We Have A Leak

Midweek it was apparent that the right-rear tire was lower than the others, all had been lowered for off-highway travel. The first measurement used was my keen eye, followed by a tire pressure gauge; there was obviously a leak. Assuming the tread had been damaged, I pulled out my tools and prepared to repair the tire with a plug. Charlie was excited to watch the procedure, and I started looking for the signs of a puncture and squirting glass cleaner on possible sites.

Spraying and probing several possible holes the location of the leak remained a mystery, which is not surprising for a small, slow leak. I was cautious with the probe, avoiding creating a hole where one didn’t already exist.

Air loss was moderate and we were traveling slowly in the backcountry until heading home, so I decided I’d just keep filling it as needed, and save the spare for if or when things got worse. The leak remained steady and we were able to finish our hunting trip using the F-350 without concern. For the highway drive home I filled the tire a little higher than the others, kept an eye on it, and it was fine. Then I drove to my local Les Schwab Tires for an expert diagnosis.

A hard to find leak showed up immediately once in a tire water tank.

Oh No, It’s A Sidewall Puncture

Hard to find slow leaks are easier to locate once a tire and wheel are removed from the truck and submerged in a tank. That was the case here, with telltale bumbles emanating from the outer sidewall. Ouch, a sidewall puncture on an almost new tire! If I’d thought to look for and located the sidewall leak I would have plugged it while in the bush, or pulled and mounted the spare. The tire was very young though wearing quickly on the rear axle, but still had enough tread remaining to qualify for a new, 100% replacement.

Air bubbles in the lower-right corner of the photo.