chevy1925

1 hour ago, Kraut_n_Rice said:

Has anybody ever tried Hagerty? 

just tried going through a friend of mine thats a broker. no go...

Bump, price drop

JB weld will do fine, just let it fully cure. fixed a few aluminum rads this way. some were temporary, others started as temporary and became permanent fixes. 

Added 23" long chromoly 930 cv 28 spline axles back up for sale. sale fell through. 

AAANNNDDDD computer sold

Wheels/tires gone, starters all gone,

23" axles pending sale

Added J32A1 computer from my car. 

Alright, little update:

tires/wheels pending sale this weekend

2 starters sold, only the "3rd one" left (Rock may be taking that one, waiting on a reply). 

23" axles pending sold

Tires/wheels are pending sale for this weekend

PM sent

Im in New River, AZ 

9 minutes ago, Dane said:

Will take the pair of 23" axles if not already sold

If i dont hear back from @Carwashguru by tomorrow mornin, they are yours @Dane

930, 28 spline

Bunch of parts left over from my cars re-working and some spares i had

31x34" radiator out of my car. was used on a honda v6 setup and NEVER gave overheating issues no matter how hard i drove it in hot weather. tried like hell to keep it in the re-working of the back end but jsut wasnt going to work like i wanted. Comes with fans and shroud. $200

EMPI shifter with weld on base. No issues, just switched to a Jamar X shifter with the new trans. shift rod doesnt come with. $30

Pair of 22" long chromoly axles and 23" long chromoly axles. For 930 CV's, 28 spline. 23" are used and marked for side. 22" has one brand new and other is used from driverside. Axles came from Appletreeauto. $40 for each pair. 

Chatter bumps are caused by the suspension of vehicles with a very loose compression and rebound area at ride height. it can be caused by rails, sxs's, trucks, and just about anything in the dunes. 

Essentially, its wheel hop/axle wrap while under power. the suspension is loose enough that instead of a steady apply of power to the ground, teh light rebound allows tire to drop as it digs, vehicle weight catches up, traction is caught, tire grabs and suspension is slightly compressed from light compression, tire looses traction again and the process starts all over. that is an overly dramatic way of putting it the increase and decrease of traction is only slight and the suspension movement is only slight but its enough to cause some chatter. Now you run the next guy over it and the next guy and so on with ALL loose rebound and compression and the chatter pumps are greatly increased because the suspension of the car is eating the bumps up, loosing traction, gaining it, moving sand back to those bumps and increasing their size. Same reason whoops are formed. 

SxS's have a heavier play in this roll as there are FAR more of them and the internal bypass shocks they run are setup to be nice and squishy while at ride height. they will not feel them till the chatter size reaches a point that the interal piston is now moving behind the first bypass or the springs are hitting the secondary stop. 

desert races have had these chatter bumps for YEARS due to teh high travel numbes of trucks, buggies, and other cars. specifically in the braking area for a corner and accelerating out of a corner. 

the only way to stop it is to stiffen up the high speed side of valving but that makes for a poor ride over ruts, small rocks, and other things that can induce a hard ride. the only time chatter is created is on soft soil like sand. 

5 hours ago, MWB said:

You got lucky, My lift pump on my 01 went bad slowly and all it did was lean out the injector pump to a point where it burnt up as well.  I didn't even know there was an issue until it was an issue. All I remember was one was a cheap part with a lot of labor,the other was a high dollar part with very little labor. 

Cp3’s are hard to kill on common rails. They eventually wear out and return too much fuel and drop rail pressure but GM had a brilliant idea to run a vac style lift pump that was gear based off the back of the cp3 (I say this with extreme sarcasm). It was easy for them to have cavitation in the pump but still have the pump last 250k miles. Aftermarket lift pumps are a major plus on all 01-16 dmax’s. The plus point to that design is cummins never removed that gear based pump off the back of their cp3’s (you can actually switch the pumps between gm and ram with 2 changes) but still used an electric style lift pump to keep 50-60psi to the cp3. So when his pump started failing, he still had some way of getting fuel to the cp3 but under heavy demand, it couldn’t keep up due to lack of pressure and restriction from the intank pump. 

We were headed to Silverton Co 2 years ago with my buddy and his family when his cummins started running into issues. He made it to flag from tucson and it was starving for fuel. figured the fuel filter was plugged. replaced it and made it to Gallop NM before he had issues again. couldnt get over 3/4 throttle before it would just drop rail pressure. He figured it was the fuel pressure regulator on it so we limped it into Silverton and he ordered a new one to the trailer park and we replaced it 2 days before we left. As we headed home, had no issues till just outside Kyenta AZ. 2 miles out, truck dies. he gets it fired back up and limps it into the local napa where it dies and coasts in. 

Pulled fuel filter and found it half full. Seems the lift pump in the tank died. napa store didnt have chit for parts inside, not even a typical E2000 inline pump for us to rig up. We wound up taking the spare intank fuel pump i had for my tracker, putting hose on it and connecting wiring to it, dropping it into his aux inbed tank, zip tied it 1/2" off the bottom of the tank, ran wiring and a switch into the cab, split the stock steel line for the fuel supply and plumbed the hose from the tracker pump into the supply side and started it up. Worked perfect. Only issue was the returning fuel would be going back to the stock tank, not the inbed tank. he ahd a 1/2 tank in the stock tank so he said he would just watch the gauge till it hit full. Its been 2 hours in the parking lot at this point with my 2 and his 2 kids, the wives and dogs. 

We topped off tanks and headed out. made it to Flagstaff where his stock tank was now full. we used the transfer pump on the inbed tank, wired it in reverse and stuck a hose down the fill neck. it would only get about half the fuel out of it but worked! (couldnt use the transfer pump to the cummins motor as it couldnt supply the pressure needed under prolonged use). hed only switch the pump on for hills where it would barely supply enough fuel (pressure was there but volume wasnt), then turn back off and the stock cp3 would actually draw fuel through the fuel pump. Went 400 miles home this way all the way to tucson. Neither of the wives could believe we got it back running.

Snap chat videos i put together while it all happened. a trip ill never forget and a hell of a "jury rigged" way to get our families home and safe. 

circular saw with an aggressive blade. if its thin aluminum, use something in the 40 tooth range. if its thicker (1/8" and up), 24 tooth framer blade is best. use ear protection, it will be loud but it cuts easy, straight and real simple.

fine teeth will plug up with aluminum, aggressive is better.