RUn2it

maybe the light circuit ground is daisy chained with the last light in the circuit actually grounded and the connection/wire is broke so the circuit is hot but has no return path. Try a voltmeter, on ohms ~ , 1 probe on something grounded and the other on 1 of the 2 socket connections, 1 should have continuity to ground somehow. Just to be sure try an alternative 12v source directly to the circuit if the prior doesn't give you anything, or even supply 12v and ground into a bulbless socket. One of these should tell you something unless your hauler is possesed for Halloween.

That's a bunch of crap. I emailed a bunch of drivers in the Lucas Oil series and TORC series too, Adrian Cienni asked me if he got help from LeDuc crashing, I gotta tell him " uh ..... I didn't know you crashed", lol. Actually I read that in the beginning of the Pro 4 there was a crash that took half the trucks out, Cienni included, restart was 7 out of 13 trucks. It will probably rebroadcast titled under whatever lame stockcar race that was on. If you didn't see the short video on the TORC web site watch it and you'll see why it was worth watching the "scheduled" broadcast. Check out the Traxxas truck swap, bicycle, slide across top barrier then slam another barrier head on and destroy it, the start is a landrush type start (side x side) and the 1st turn sweeper is at 90 mph.

Tonight at 10:30 on ESPN2 from last weekend at Crandon International Offroad Raceway. Over 40,000 in attendance and some serious Crandon carnage byt the video clip at Traxxas TORC Series

Set the suspension to do wheelies? When you drove it the rear wing caption made sense "Phil This". Should have said "Brain Phart". Bet it was odd handling pushing and swapping. Looks way better, not only looks new but will feel like a new car.

Thought you guys knew what PMS stands for ... Pack My Suitcase :clown:

I felt that urge too The perks are going to the executive that OKd this marketing scheme.

Kinda lengthy but should give the non-fuel industry person enough information to know what ULSD is, know what the sulpher did and if you do consider an additive, either "off the shelf" or uncle Billy Bob's recommendation, and an educated guess as to which actually work and the cost per treatment. The purpose of this research was to determine the ability of multiple diesel fuel additives to replace the vital lubricity component in ULSD (Ultra Low Sulfer Diesel) fuel. HISTORY: ULSD fuel is the fuel currently mandated for use in all on road diesel engines. This fuel burns cleaner and is less polluting than it’s predecessor, called Low Sulfer Diesel Fuel. Low sulfer fuel contained less than 500 ppm of sulfer. ULSD contains 15 ppm or less. As diesel fuel is further refined to remove the polluting sulfer, it is inadvertently stripped of its lubricating properties. This vital lubrication is a necessary component of the diesel fuel as it prevents wear in the fuel delivery system. Specifically, it lubricates pumps, high pressure pumps and injectors. Traditional Low sulfer diesel fuel typically contained enough lubricating ability to suffice the needs of these vital components. ULSD fuel, on the other hand, is considered to be very “dry” and incapable of lubricating vital fuel delivery components. As a result, these components are at risk of premature and even catastrophic failure when ULSD fuel is introduced to the system. As a result, all oil companies producing ULSD fuel must replace the lost lubricity with additives. All ULSD fuel purchased at retail fuel stations SHOULD be adequately treated with additives to replace this lost lubricity. The potential result of using inadequately treated fuel, as indicated above, can be catastrophic. There have been many documented cases of randomly tested samples of diesel fuel. These tests prove that often times the fuel we purchase is not adequately treated and may therefore contribute to accelerated wear of our fuel delivery systems. For this reason it may be prudent to use an after market diesel fuel additive to ENSURE adequate lubrication of the fuel delivery system. Additionally, many additives can offer added benefits such as cetane improver, and water separators or emulsifiers. CONTENT: In this study we will test multiple diesel fuel additives designed to replace lost lubricity. The primary component of this study is a side-by-side laboratory analysis of each additive’s ability to replace this vital lubricity. Additionally, claims of improving cetane, water separation or emulsification, bio-diesel compatibility and alcohol content will be noted. These notes were derived from information that was readily available to consumers (via the label and internet information) and none of this information has been evaluated for validity and/or performance. Cetane information has only been noted if the word “cetane” was used in the advertising information. The words “improves power” has not been translated to mean “improves cetane” in this evaluation. Information on alcohol content is provided by indicating “contains no alcohol”. Omission of the words “contains no alcohol” does not imply that it does contain alcohol. This information was simply missing in the information available to a consumer. However, the possibility of a form of alcohol in these products is possible. Additionally, information on dosages and cost per tankful are included for comparison purposes. How Diesel Fuel Is Evaluated For Lubricating Ability: Diesel fuel and other fluids are tested for lubricating ability using a device called a “High Frequency Reciprocating Rig” or HFRR. The HFRR is currently the Internationally accepted, standardized method to evaluate fluids for lubricating ability. It uses a ball bearing that reciprocates or moves back and forth on a metal surface at a very high frequency for a duration of 90 minutes. The machine does this while the ball bearing and metal surface are immersed in the test fluid (in this case, treated diesel fuel). At the end of the test the ball bearing is examined under a microscope and the “wear scar” on the ball bearing is measured in microns. The larger the wear scar, the poorer the lubricating ability of the fluid. Southwest Research runs every sample twice and averages the size of the wear scar. The U.S. standard for diesel fuel says a commercially available diesel fuel should produce a wear scar of no greater than 520 microns. The Engine Manufacturers Association had requested a standard of a wear scar no greater than 460 microns, typical of the pre-ULSD fuels. Most experts agree that a 520 micron standard is adequate, but also that the lower the wear scar the better. METHOD: An independent research firm in Texas was hired to do the laboratory work. The cost of the research was paid for voluntarily by the participating additive manufacturers. Declining to participate and pay for the research were the following companies: Amsoil and Power Service. Because these are popular products it was determined that they needed to be included in the study. These products were tested using funds collected by diesel enthusiasts at “dieselplace.com”. Additionally, unconventional additives such as 2-cycle oil and used motor oil were tested for their abilities to aid in diesel fuel lubricity. These were also paid for by members of “dieselplace.com”. The study was conducted in the following manner: -The Research firm obtained a quantity of “untreated” ULSD fuel from a supplier. This fuel was basic ULSD fuel intended for use in diesel engines. However, this sample was acquired PRIOR to any attempt to additize the fuel for the purpose of replacing lost lubricity. In other words, it was a “worst case scenario, very dry diesel fuel” that would likely cause damage to any fuel delivery system. This fuel was tested using the HFRR at the Southwest Research Laboratory. This fuel was determined to have a very high HFRR score of 636 microns, typical of an untreated ULSD fuel. It was determined that this batch of fuel would be utilized as the baseline fuel for testing all of the additives. The baseline fuel HFRR score of 636 would be used as the control sample. All additives tested would be evaluated on their ability to replace lost lubricity to the fuel by comparing their scores to the control sample. Any score under 636 shows improvement to the fuels ability to lubricate the fuel delivery system of a diesel engine. BLIND STUDY: In order to ensure a completely unbiased approach to the study, the following steps were taken: Each additive tested was obtained independently via internet or over the counter purchases. The only exceptions were Opti-Lube XPD and the bio-diesel sample. The reason for this is because Opti-Lube XPD additive was considered “experimental” at the time of test enrollment and was not yet on the market. It was sent directly from Opti-Lube company. The bio-diesel sample was sponsored by Renewable Energy Group. One of their suppliers, E.H. Wolf and Sons in Slinger, Wisconsin supplied us with a sample of 100% soybean based bio-diesel. This sample was used to blend with the baseline fuel to create a 2% bio-diesel for testing. Each additive was bottled separately in identical glass containers. The bottles were labeled only with a number. This number corresponded to the additive contained in the bottle. The order of numbering was done randomly by drawing names out of a hat. Only Spicer Research held the key to the additives in each bottle. The additive samples were then sent in a box to An independent research firm. The only information given them was the ratio of fuel to be added to each additive sample. For example, bottle “A” needs to be mixed at a ratio of “480-1”. The ratio used for each additive was the “prescribed dosage” found on the bottle label for that product. Used motor oil and 2-cycle oil were tested at a rationally chosen ratio of 200:1. The Research Laboratory mixed the proper ratio of each “bottled fluid” into a separate container containing the baseline fuel. The data, therefore, is meaningful because every additive is tested in the same way using the same fuel. A side-by-side comparison of the effectiveness of each additive is now obtainable. THE RESULTS: These results are listed in the order of performance in the HFRR test. The baseline fuel used in every test started at an HFRR score of 636. The score shown is the tested HFRR score of the baseline fuel/additive blend. Also included is the wear scar improvement provided by the additive as well as other claimed benefits of the additive. Each additive is also categorized as a Multi-purpose additive, Multi-purpose + anti-gel, Lubricity only, non-conventional, or as an additive capable of treating both gasoline and diesel fuel. As a convenience to the reader there is also information on price per treated tank of diesel fuel (using a 26 gallon tank), and dosage per 26 gallon tank provided as “ounces of additive per 26 gallon tank”. In Order Of Performance: 1) 2% REG SoyPower biodiesel HFRR 221, 415 micron improvement. 50:1 ratio of baseline fuel to 100% biodiesel 66.56 oz. of 100% biodiesel per 26 gallons of diesel fuel Price: market value 2)Opti-Lube XPD Multi-purpose + anti-gel cetane improver, demulsifier HFRR 317, 319 micron improvement. 256:1 ratio 13 oz/tank $4.35/tank 3)FPPF RV, Bus, SUV Diesel/Gas fuel treatment Gas and Diesel cetane improver, emulsifier HFRR 439, 197 micron improvement 640:1 ratio 5.2 oz/tank $2.60/tank 4)Opti-Lube Summer Blend Multi-purpose demulsifier HFRR 447, 189 micron improvement 3000:1 ratio 1.11 oz/tank $0.68/tank 5)Opti-Lube Winter Blend Muti-purpose + anti-gel cetane improver HFRR 461, 175 micron improvement 512:1 ratio 6.5 oz/tank $3.65/tank 6)Schaeffer Diesel Treat 2000 Multi-purpose + anti-gel cetane improver, emulsifier, bio-diesel compatible HFRR 470, 166 micron improvement 1000:1 ratio 3.32 oz/tank $1.87/tank 7)Super Tech Outboard 2-cycle TC-W3 engine oil Unconventional (Not ULSD compliant, may damage 2007 or newer systems) HFRR 474, 162 micron improvement 200:1 ratio 16.64 oz/tank $1.09/tank 8)Stanadyne Lubricity Formula Lubricity Only demulsifier, 5% bio-diesel compatible, alcohol free HFRR 479, 157 micron improvement 1000:1 ratio 3.32 oz/tank $1.00/tank 9)Amsoil Diesel Concentrate Multi-purpose demulsifier, bio-diesel compatible, alcohol free HFRR 488, 148 micron improvement 640:1 ratio 5.2 oz/tank $2.16/tank 10)Power Service Diesel Kleen + Cetane Boost Multi-purpose Cetane improver, bio-diesel compatible, alcohol free HFRR 575, 61 micron improvement 400:1 ratio 8.32 oz/tank $1.58/tank 11)Howe’s Meaner Power Kleaner Multi-purpose Alcohol free HFRR 586, 50 micron improvement 1000:1 ratio 3.32 oz/tank $1.36/tank 12)Stanadyne Performance Formula Multi-purpose + anti-gel cetane improver, demulsifier, 5% bio-diesel compatible, alcohol free HFRR 603, 33 micron improvement 480:1 ratio 6.9 oz/tank $4.35/tank 13)Used Motor Oil, Shell Rotella T 15w40, 5,000 miles used. Unconventional (Not ULSD compliant, may damage systems) HFRR 634, 2 micron improvement 200:1 ratio 16.64 oz/tank price: market value 14)Lucas Upper Cylinder Lubricant Gas or diesel HFRR 641, 5 microns worse than baseline (statistically insignificant change) 427:1 ratio 7.8 oz/tank $2.65/tank 15)B1000 Diesel Fuel Conditioner by Milligan Biotech Multi-purpose, canola oil based additive HFRR 644, 8 microns worse than baseline (statistically insignificant change) 1000:1 ratio 3.32 oz/tank $2.67/tank 16)FPPF Lubricity Plus Fuel Power Multi-purpose + anti-gel Emulsifier, alcohol free HFRR 675, 39 microns worse than baseline fuel 1000:1 ratio 3.32 oz/tank $1.12/tank 17)Marvel Mystery Oil Gas, oil and Diesel fuel additive (NOT ULSD compliant, may damage 2007 and newer systems) HFRR 678, 42 microns worse than baseline fuel. 320:1 ratio 10.4 oz/tank $3.22/tank 18)ValvTect Diesel Guard Heavy Duty/Marine Diesel Fuel Additive Multi-purpose Cetane improver, emulsifier, alcohol free HFRR 696, 60 microns worse than baseline fuel 1000:1 ratio 3.32 oz/tank $2.38/tank 19)Primrose Power Blend 2003 Multi-purpose Cetane boost, bio-diesel compatible, emulsifier HFRR 711, 75 microns worse than baseline 1066:1 ratio 3.12 oz/tank $1.39/tank CONCLUSIONS: Products 1 through 4 were able to improve the unadditized fuel to an HFRR score of 460 or better. This meets the most strict requirements requested by the Engine Manufacturers Association. Products 1 through 9 were able to improve the unadditized fuel to an HFRR score of 520 or better, meeting the U.S. diesel fuel requirements for maximum wear scar in a commercially available diesel fuel. Products 16 through 19 were found to cause the fuel/additive blend to perform worse than the baseline fuel. The cause for this is speculative. This is not unprecedented in HFRR testing and can be caused by alcohol or other components in the additives. Further investigation into the possibilities behind these poor results will investigated. Any additive testing within +/- 20 microns of the baseline fuel could be considered to have no significant change. The repeatability of this test allows for a +/- 20 micron variability to be considered insignificant. CREDITS: This study would not have been possible without the participation of all companies involved and dieselplace.com. A special Thank You to all of the dieselplace.com members who generously donated toward this study and waited longer than they should have for the results. You folks are the best. Arlen Spicer, organizer.

If it wasn't for the blue sky patch and a couple human structures it would look like a bushy Mars

Good shots. Looks surreal, apocalyptic, like a postcard from pinhead :mog: And since this thread is cameras, etc., refreash my memory with your camera, lens etc. Where is that? Sun on the backside? I'm in Hesperia and it's been smelling like campfire for the 2nd day now.

Not to mention that's the last time the neighbor parks that car in your driveway! Just foolin, bored :clown:

How many of you have opened your RV door and the wind has started/changed directions and the way the door handle pulls. the wind takes the door and slams it open, and in a desperate attempt to grab the door you either pull the screen doors little plastic slider off or just end up holding the screen door as the entry door slams the stops and RV side. Here's a simple fix, drill a small hole, 1/4" or so in the top left corner of the stationary aluminum grab handle (door swings left exiting RV) and put a loop lanyard through, big enough so you when you grab the door handle your 4 fingers/hand goes through and your thumb is out, if the wind pulls the handle from your hand the lanyard is still in your hand. I think a pic would do better here. if the wind catches the door the handle rotates out then away from you to the left and no way to hold it. This brand/model handle is junk anyways, but that's for another thread.

Wave? What about the thong? :clown:

Hey Paul, you have the servos on the front axle or able to raise it to back up, or what's the trick for that?

Yes, a guy named Paul, Paul Tracy from IRL (Indy car) fame. He also drives a bad azz LTR, big green Monster rail. Notice at the top of his avatar has Champcar3pete.

And while we're on the subject of what's the best diesel here's a link http://www.turbodieselregister.com/TDR57_Oil.pdf to the Turbo Diesel Register for a .pdf 6 pg file from an ex oil analyst showing the different oils & additives and what they're supposed to do for 21 different oils, fossil and synthetic and below is his picks for best with the ULSDiesel fuel. He had to rate them by their quality & additives before he knew what brand or type oil it was. Don't confuse classifications of oil, for example the Valvoline Cl-4 Plus is at the top of the list and the Valvoline CJ-4 is #22 on the updated list that you'll find in the article. Here's the link to the article that contains the .pdf file for more info. http://www.turbodieselregister.com/article...blem/Page1.html #22 is the Valvolene CJ-4

I don't have a cat converter nor does a friend that had a diesel shop for at least 35 years but we add a qt of dexronlll ATF for every 45 gals of diesel, especially since the ULSD fuel, otherwise not much upper cylinder lubricant anymore. The additives you buy are ULSD formula also. oh yeah, new ATF is Dexmerc I think

I think it's called base , something like that, they have their own formulas for blends, additives, like Chevron and "techron", used to be anyways. After all the "gasolene" is refined out of petroleum they can take other byproducts, like hepthane and napthalene and use wierd processes like different types cracking, alteration, or unification to turn short chain hydrocarbons into the psuedo long chained, eight linked carbon chains (eight = "oct"tane). Everything comes from oil. Hard liquor is alcohol blended with additives, and race fuel is over 100 proof, YIAHH :?: I only remember enough to know that I forgot alot, whatever that means

There must be a diff in diesel,as far as gasoline like ISBB mentioned, on the gas station pump it uses the formula R(Research) + M(Motor) / 2 = octane. The Motor # is what makes power. When you buy VP 112 (green), 112 is Motor octane (M), if you buy VP110 "race fuel" it uses the R+M/2 and is only 105 (M) Motor octane and came out after Union76 started selling their 110 "race fuel" and it's Motor # was 104. AMPM uses higher Research # and lower Motor # so it has the same "average" octane # as the better performing Chevron for example, but will not go as far on a tank. AMPM is junk, as is octane boosters, slows the burn so no detonation but then the $ spent on performance parts,compression etc is wasted so save the money spent on bogus octane boost and just retard your ign timing to prevent detonation. Ask a tech that's seen the heads,pistons etc from a Chevron fueled engine compared to the AMPM/cheapo fuels if they see a difference. Diesel only has 1 number on the pump, usually #2, never seen the spec sheets for diesel, I must be loosing my grip.....

Seen plenty of chase trucks since last Tues, Vegas 2 Reno, most were going too fast to see anything unless it was ours with the trailered truck behind it, out after day 1.

did you pull the idle jets also? If jet is clogged the air bypass screw won't have an effect. Been many years since I messed with webers.

Not the same year but here's an installation video for a Ford superduty if it's any help. http://www.youtube.com/watch?v=agorb-9EUW8

Funco postpartum depression .....

Randog or Crusty (if you can find him) Crusty got a crate long block for $1200 delivered to his shop before he got back from a Glamis rod through block trip, if I remember the story right. Randogs car sounds like a blender eating the sand at full boost!

saw 1 a couple months back and the bully didn't tap out and got the $. It sucked, lol!

nice car. A friend had a 2d with a turnkey 450hp LS1 and hammered it, the only problems were a weak reverse gear (broke getting unstuck) and the 2nd slider from hard shifts. Use reverse only if you have to and never to get unstuck, and a magnetic drain plug will help save ring&pinion if reverse or any gear face lifts, and the 2d should last. AZ will plate it if Nv doesn't