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Thanks! Those videos were all with the truck in 2nd gear. I did try manually selecting 1st gear earlier in the day, but that was pretty much a granny gear and I mainly wanted to compare performance in 2nd and up. It seems to me in all but the most extreme cases, you can get by staying in “D”...

I wanted to try the ECO Hubs in the sand and finally got a chance this weekend. 2nd gear off the line takeoff is the only place I have noticed a hit in performance since deleting the 2:1 hubs with the ECO hubs. I was a little concerned that it would impact my ability to get rolling, or...

I just did this myself when I changed my oil pump. 6 gallons of CAT oil still didn’t fill it up so I bought a gallon of delo at the local Napa and had toput another 2 quarts or so in, definitely give it time to drain down after adding.

Appreciate you taking the time to look at my videos and coming up with the numbers. To be clear, I never thought that the fuel consumption would be cut in half, what I said was: "A 50% reduction in rpm manifests less than 5% better MPG in your mind?" What I was trying to convey with that...

Back to this point for a moment. Your own data on the 3116 shows a 50% increase in Fuel consumption between 1200RPM and 2600RPM at full load (dyno test). Now you also say at some lower load, that consumption delta drops all the way down to 5%. That didn't make any sense to me but I figured that...

That is an interesting study, they were able to gain 22% efficiency out of the FMTVs by testing other transmission and gear ratio combinations. I my opinion, the most relevant part from their conclusions to this discussion: "The key enabler to the 22% improvement is the final drive ratio."

The whole discussion really centers around this particular bit of data. Would a legitimate test be to datalog the fuel consumption rate at a set speed before and after the hub change, with all other factors being equal ?

With stock gearing, it essentially required 2800 RPM to hit 62mph. Deleting the reduction hubs basically halves that to do the same work. A 50% reduction in rpm manifests less than 5% better MPG in your mind? Any sceptic can test this immediately by simply driving their daily driver around in...

My observation is that the uphill performance doesn’t change. What gear you need to maintain the previous speed does. So if you used to climb the hill in 7th gear, you might be down in 4th or 5th for the climb. I have the same truck as you minus the high speed gears, and I put my M1082 trailer...

Well, if your broke anyways, just run it until it blows. You never know, that thing might run for a long time. In the mean time start saving your pennys for the eventual rebuild.

I would say, across the board the pressures are better. My previous oil pump wasn’t terrible, but sometimes in the summer, I would occasionally get the low oil light on while idling. Last night on the test drive I got the oil to 200F and it still maintained 40 psi at idle, which it couldn’t do...

I changed my oil pump this weekend on a 3126B . Not much to add other than the top drivers side bolt of the oil cooler mount required 2 different 7/8 12 point wrenches to be able to make the bolt rotate in the tiny space available. A ratcheting wrench wouldn’t fit. Also, I zip tied the tranny...

Just pull the front and rear E-clips and take it off the shafts, then you can test it with the warmup button for function check. My unit was also seized when I got it, but squirting high temp lube and working the butterfly valve got it back to smooth after a while.

As soon as you are talking automation… Why wouldn’t you just run a factory CTIS computer?

Drivers for the DPA III Plus *should* be at the following link, however their website is down right now so I was unable to verify, I would check back after the new-year when their IT guys get back in LOL. https://www.dgtech.com/wp-content/uploads/2017/03/DPAInstall.exe This should be the link...

This depends on if you have an A0 or A1 truck. I elaborate below but the quick answer is, for A1 the non military software is better than the IETMs for troubleshooting the electronic subsystems of the truck. For an A0 you do need the military software for the ICE interconnect box to be able to...

Just throwing this out there as another option to consider, I just had my 2003 M1078A1 re-rated to 330HP by a CAT dealership for about the same cost as that tuner. Basically two hours of shop time and a sensor. The nice part is its just a re-flash of the personality module in the ECM, no need...

Caterpillar engineered the C7 to output 370HP (as evidenced by the attached data-plate), are you saying their engineers were remiss in their duties and the C7 will perform less reliably at that output level? What data have you seen that would make you uncomfortable running the C7 at levels...

The invoice has it as “194-6722 SENSOR GP-PR” And they charged $218.85 for it. My truck is a 3126B, I didn’t research if the C7 will need it or maybe already has it. https://parts.cat.com/en/catcorp/194-6722

So to close the loop on this thread. First, on the subject of performing the flash from the in-vehicle harness. I had originally used a wireless adapter (WDS-D) which is essentially a Wireless J1939 adapter. This unit was unable to flash the ECM and after bombing out, left the ECM in a "Blank...