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Because the rollers ride up the ramps quicker as rpm increases, with resultant quicker pressure rise - the rollers do not need to make the entire transition from the valley to the ramp peak to generate pop pressure - residual pressure in the pipes mean the pressure does not have to build from 0...

DTC96 is cylinder #6 - if that DTC96 persists, pull that injector, swap it with #1 - if still DTC96, something wrong with cylinder #6 - if now DTC91, gotta bad injector And gopher GmtdScan Tech - gives you better input for us to help you...............

Correct - some may have another smaller fuse center inside the cab

KOKO won't work if ECT under 180*F or IAT under 80*F - or, pump position is within limits for original timing numbers - first scenario, warm it up and try again - second scenario, drive it and enjoy.......................

Spot-weld it or silver-solder it......................

DS4 is constant-beginning variable ending injection system - FS valve open allows fuel from the plungers to spill back into the housing accumulator - valve closure intiates pumping event, valve reopening ends injection event Marine hi-flow injectors were calibrated for a mechanical DB2 IP...

Connector between the IGN swi and the inst panel harness - reelly big connector btween inst panel harness and engine bay harness

They want 150min for the columns, here, and that's without the 'wheel - the airbag\horn button is also right at 150, and that doesn't include the 'wheel, either - 'at's right, kiddies: you can pay almost 450 for a complete column around here

I agree with your opening statement - always takes more pressure to overcome valve-spring pressure than to keep the valve open - as far as the rest, and other than identical injection timing, that's a more plausible reason for the hi-pressure thick-walled injector pipes in an 1800psi system - I...

Also remember that all pumps are designed with specific flowrate and pressure limits - fe, the oem lift pump is designed to pump 4.5psi at 15gph - that means it will pump 4.5psi at 1gph, or 10gph, or 15gph - it will pump 1psi at 17gph, and 0psi at 20gph - doesn't mean it's bad, just that spec'ed...

Good questions, Buddy - what he said is basically true - but, he did not imply that if you set 1850psi at low-volume idle, you would get 2750psi at 5000rpm - with 2750psi injectors, you also get 2750 psi at idle - that higher pressure across the low to high rpm band will destroy the...

Some of the aftermarket versions use thinner\smaller contacts, weaker springs, thinner plastic, etc - NAPA usually sells the oem\marquee item in the oem\vendor's carton, but best bet is MrGoodParts on that switch (or take yours and compare quality) - it is a mechanically-operated relay-type...

No use getting a used switch - the problem is universal amongst the 6.5 vehicles - unless you're mechanically gifted you'll need to bite the bullet here and spring for a new unit - otherwise it requires disassembling both switches, removing the burned IGN contacts from the defective sw...

IGN switch..................

Bubbles indicate excessive crankcase pressure, usually from worn rings\cylinders - lots of bubbles would indicate broken piston(s)\ring(s) CDR is just a low-vacuum regulator - the large size is due the large diaphragm required to activate under the way low levels of vacuum available in Diesel...

More and more points to plugged crank vent system - engine hot and running, pull the tuna can from the turbo-side valvecover - should begin blowing oily vapors thru the hole in the 'cover - if not, call roto-rooter.................

Just so we're all on the same page, here, I didn't invent advanced DS4 timing and TDCO - that was being done with much success on the Diesel Page when I signed on back in ought zero - problem was, noone could explain it evenly remotely satisfactorily "Ok, let's advance the IP 5* for more...

Could be the pre-screen inside the valvecover is plugged - un-vented crankcase will blow oil out the point(s) of least resistance Could also be something odd stuck in the dipstick tube at the pan, like from an earlier o'ring - must pre-lube the new o'ring for it to slip in and seal...

Might be helpful to know which fuse, rather than taking 46 wa guesses, eh - air leak between compressor and heads, inclusive.................

Follow thy star, and go in peace, my son......................