Here at Diesel World, we spend a lot of time pointing out the weak points and pitfalls associated with Power Stroke and Duramax ownership. We even brought you exclusives on each of those V8’s breaking points last year. But now it’s time to revisit the breaking point theme and shed some light on what exactly sends a Cummins over the edge.
The Specialty Equipment Market Association (SEMA) show brings new trends every year, and 2018 was no exception. With the show happening this week, we thought we’d share our coverage from years past. In the past there have been years where swaps dominated, while other years were the year of the Ford, or the year of the rat rod. While there are literally all types of lifted, lowered, modified, utility, and swap vehicles at SEMA, there’s always something new.
P Pump Swap: Power, Rpm, And Longevity in A 24-Valve Cummins
While the 24-valve 5.9L Cummins found in ’98.5-02 Dodge Rams can be a great workhorse engine, it leaves much to be desired in the way of reliability and horsepower potential. A failed lift pump tends to take out the electronic Bosch VP44 injection pump, the rotary style pump itself can’t fuel past 4,000 rpm. After encountering the latter scenario the owner of this ’01 quad cab ¾-ton decided to ditch the electronic rotary unit in favor of a P7100 (aka P-pump).
Sheppard Tractors are among the most rare of the orphan tractors. We covered a ‘51 Sheppard SD-3 for you back in 2015 and you can see the story linked in this article. This time we show you the smallest Sheppard, built in very small numbers from early ‘49 into January of 1950. As you will learn, it’s one of the rarest collectible tractors you will ever see.
Fighting Heat and Air Restrictions with Ppe’s Lly Mouthpiece On An ‘04.5 Chevrolet
When it comes to GM pickups, there isn’t a better engine option than the 6.6L Duramax diesel. Introduced in ‘01, the Duramax was practically a Formula One engine in its time, with revolutionary aluminum heads and common-rail injection. There were a few shortcomings however, and it’s those issues that we’ll be addressing in our testbed 120,000-mile ‘04.5 Chevrolet 2500 HD
Heavy Duty Transmission Cooler and Deep Pan Install
Following the installation of a new Class V hitch, trailer brake controller, and free-flowing exhaust system in Part Three, this time we’re replacing another vital component in our ’97 F-350’s towing equation: the transmission cooler. Running around empty, we had no complaints. But hook a small trailer behind it and 200-degree temps were soon to follow.
.jpg?upscale=true&width=1120&upscale=true&name=PPE_DW_600x150px%20(2).jpg)
.png?upscale=true&width=1120&upscale=true&name=DW%20NewsletterAsset%201%20(3).png)
.jpg?upscale=true&width=1120&upscale=true&name=Diesel%20World%20%20%20%20%20%20%2017262_Optima_AnthemQuality_Betim_600x150_72dpi%20(2).jpg)
