Chevy or Dodge or Ford 1 ton with diesel
From : preston allen
Q: .bobthanksbut besides being the acronym for a drug what is lsd lsd stands for limited slip differential sorta like gms posi rear. while helpful for traction on dry and somewhat slippy roads it can cause fishtailing on wet roads in turns until you get used to it. also you mean even though i might never tow in 4x4 mode i would need to change gears in front also without question. your 4wd is not going to work very well if both axles are always trying to turn the wheels at different speeds. what would changing gears up to 3.92 due to my mileage in the city it may actually improve but on the highway without towing it is going to drop. the amount really depends on how fast you like to drive. also by changing the gears does this mean that the engine wont need to race up as much to get up the hills. no because it will always be running faster and have more torque due to the lower gearing. with the k&n intake my wife and i can barely talk to each other when i rev up for the hills. the easy answer to that is to lose the k&n. you will find that it really isnt doing all that much for you. sorry i ask so many questions but i know very little about trucksenginesrunning gear. thanks howard. that is the reason for these groups. -- if at first you dont succeed youre not cut out for skydiving .
Replies:
From : Annonymous
- nehmo - fifth wheel load = the point load the tongue of the 5th wheel trailer places on the frame of the towing vehicle while the vehicle and trailer are attached to each other and at rest. for the moment leave aside the best place in terms of carrying fifth wheel load. is there any advantage one way or another for position of the fifth wheel load in terms of steering or maneuverability. those with the fifth wheel load placed directly over the rear axle speak approvingly of that position in terms of maneuverability. - roger & lorraine martin - there is a formula which can be used to accurately calculate the position of the fifth wheel but you need to have a few details about the trailer and tow vehicle. you need to know how much weight is transferred onto the fifth wheel when laden by the trailer. you need to know the unladen weight of the towing vehicle and the unladen weight on each axle. you also need to know the maximum weight allowed on each axle. you need to know the wheelbase of the towing vehicle. loadbase is the distance from the fifth wheel to the front axle the formula is weight transferred onto front axle = wheelbase / loadbase* weight transferred onto the fifth wheel you can the play around with the loadbase number to achieve the optimum weight distribution onto the front and rear axles. ideally you want to have weight transferred onto the front and rear axles in the same ratio as the manufacturers maximum gross weights. eg max weight on steer of 3 tonnes and 6 tonnes on the rear indicates a 12 ratio. we used extensions of this basic formula to achieve maximum loading on b double fuel tankers with 8 compartments with varying fuel density to ensure we max loaded to legal limts every load. if you use pounds then use inches if you use kilogrammes use centimetres. dont mix your avoirdupois with your metrics. -nehmo - a fifth-wheel trailer is one that has a hitch that connects to the towing vehicle at a point above the rear axle of the towing vehicle - not at a point on the rear of the vehicle as with a pull-behind trailer. for example this is a 5th wheel http//www.theironworker.com/fifth%20wheel%20trailer.jpg my question concerns position of the point of attachment lets say the position of the king pin. for normal pulling of the trailer where is the best point to have the king pin should it be directly over the axle of the towing vehicle or should it be ahead of the axle if ahead by how much in what ways does handling change if the position of the king pin is changed this page http//www.etrailer.com/faq/fifthwheelfaq.asp discusses using a slider arrangement to move the king pin for maneuverability. it doesn t discuss the optimum position for towing. instructions that came with a hitch say to mount 0 to 6 inches ahead of the axle but provides no further information. -- |||||||||||||||| nehmo sergheyev |||||||||||||||| .
From : trey
trey wrote as for gearing my truck has no trouble doing 70-80. if i changed from 3.55 to 3.92 the rpms would increase by 20% but im pretty sure i will not gain 20 more power so i will just be spinning the engine faster and burning more gas. if i was pulling a lot then i would go to the 3.92s in a heart beat if i couldnt get a bigger truck. given i hardly drive the truck as it is i could get the 3.92s installed and not see much of a hit in my annual fuel consumption anyways. i used to cruise 80 and 85 with 4.10s and no od for years!!! i pulled the engine after 150k to build it up some and found no real cyclinder wear and bearing were great. you may spin it faster but it it carring less load to cruise truck because it has to develope less cylinder pressure to cruise at a higher rpm to cruise witch means less bearing and piston ring pressure too. goinf from a 3.55 to a 3.91 is about 11% not 20 % and truck will cruise eaiser and od will work better and mpg will likel improve too if it is a heavy truck. a 3.55 was a compromise gear in a 4x4 when ther was no od but it is a waste on a big 4x4 with od unless you place very low standards on performance. my k3500 has 4.10 with 30s and it turns about 2500 at 70mph and will cruise nicely at any speed you choose to without complaint and pulls od fairly well too even on hills with ac on it never doneshifts unless you have a really big load on a steep hiway hill. i can bury the speedo without using od to with 4.10s. you must remeber that if you have one of those hemis its power peak is past 5000 rpm and it torque peak is around 4000 rpm and if you are stuck on 2000 to 2400 rpm cruises at 70 to 85 mph you are only developing about maybe 100hp or so at the rear wheel at those speed and that rpm of you are lucky and this is why towing can really suck. even the old 360 had more torque below 3000 rpm where you spend most of your time than the new hemi. people look at the hp rating but they do not factor how it all come it to play and how much of it is usable towing as they think 345 hp is 345 hp all the time not when it is wound to the max. that kind of power curve would be nice in a sleek car but not of much use in a heavy truck that needs strong low and mid range toque so performance and mpg can suffer. man a old 300 hp v10 truck engine would badly wipe the floor with hemi towing big time and so would even a gm6.0 because its power peaks about 1000 rpm sooner and it deleivers more towing power though it is rated lower hp wise than the hemi. things are not that cut and dried in the hp game. that would be why i dont like the lil hondas... i dont like winding out the engine to make power. i like it nice and low. just like the big rigs... they only have 200 300 400 hp but have 700-2000 ft-lb of torque! that will make anyone smile!!! .
From : Annonymous
that rests upon the hitch to be transferred to the rear axle without disturbing the balance of the truck. if the point of weight transfer falls behind the rear axle then the front steering! wheels are levered upwards with a corresponding reduction in vehicle control. doing a wheelie down the highway while pulling a trailer will attract lots of unwelcome attention! g this page http//www.etrailer.com/faq/fifthwheelfaq.asp discusses using a slider arrangement to move the king pin for maneuverability. it doesn t discuss the optimum position for towing. the sliding hitch mount is intended to provide adequate clearance during tight turns between the rear of the cab and the front of the trailer when a short 6 or less bed wheelbase truck is used as a tow vehicle. instructions that came with a hitch say to mount 0 to 6 inches ahead of the axle but provides no further information. -- |||||||||||||||| nehmo sergheyev |||||||||||||||| . 222 303358 cavde.5$8g.3@tornado.rdc-kc.rr.com a fifth-wheel trailer is one that has a hitch that connects to the towing vehicle at a point above the rear axle of the towing vehicle - not at a point on the rear of the vehicle as with a pull-behind trailer. for example this is a 5th wheel http//www.theironworker.com/fifth%20wheel%20trailer.jpg my question concerns position of the point of attachment lets say the position of the king pin. for normal pulling of the trailer where is the best point to have the king pin should it be directly over the axle of the towing vehicle or should it be ahead of the axle if ahead by how much in what ways does handling change if the position of the king pin is changed this page http//www.etrailer.com/faq/fifthwheelfaq.asp discusses using a slider arrangement to move the king pin for maneuverability. it doesn t discuss the optimum position for towing. instructions that came with a hitch say to mount 0 to 6 inches ahead of the axle but provides no further information. -- |||||||||||||||| nehmo sergheyev |||||||||||||||| .
From : transurgeon
gene@nowhere.com writes i have a 2003 dodge durango..was wondering if its ok to leave od on all the time or not. yes and thats by design. with od off your fuel economy will suffer greatly. about the only time i think i might consider turning od off would be if i was towing something over hilly or mountainous terrain. .
From : paul o
isnt that the point of a tsb max to talk about explain and define an unexpected condition perhaps this feature or behavior was not intended during the design of the system but that doesnt mean that it will not or cannot happen or that it will not later get a name if this unintended behavior is then shown to be consistent for a given set of conditions. if the condition is not expected then it is not a mode of operation but an unexpected condition. generally technicians call unexpected conditions what they are failures. in the specific case mentioned the failure of the govenor pressure sensor limp home is a nifty name for the computer is confused and does not know what the governor pressure is. this is not a mode operation but a lack of information. -- max give a man a match and he is warm for a short while. light him on fire and he is warm for the rest of his life. perhaps because they choose not to name this condition in the fsm or maybe it is an unexpected condition that happens enough to be given a name. if these things didnt happen then there would be no need for any tsbs. the fsm is specific as to the operation of the trans and its solenoids. no limp home mode is described. if it is an unexpected condition then its not an operating mode of the pcm but an unexpected condition. isnt that the point of a tsb max to talk about explain and define an unexpected condition perhaps this feature or behavior was not intended during the design of the system but that doesnt mean that it will not or cannot happen or that it will not later get a name if this unintended behavior is then shown to be consistent for a given set of conditions. -- if at first you dont succeed youre not cut out for skydiving .
From : big al
well yes - but its an easy example to comprehend and if one had a small kitchen scale one thats easily reproducable. the fact is that the ice is slightly less dense than the water therefore it floats but adding an ice cube to a glass of water sitting on that scale causes the scales reading to increase. simply amazing given how that ice cube is supposed to have no weight when its floating that is because it doesnt but the concept is simply beyond your grasp. .
From : greg surratt
that balast resistor use to be mounted on the fire wall and if its burnt out open its your answer to your prolem jw .
From : greg surratt
well feel free to give it a try and let me know the results - btw if you have to make the scale stick to the aircraft... that must mean the aircraft is weightless. jeez why didnt i think of that primarily because its not true but that doesnt seem to be a problem for you so i wont let it bother me either. -- max give a man a match and he is warm for a short while. light him on fire and he is warm for the rest of his life. the point is that if you did not know the mass or weight of the aircraft at rest there would be no scale in the world that could give you the weight to calculate the mass while the plane is in level flight because while in level flight the plane has no weight. and here i thought it was because you could not get the scale to stick to the underside of an airplane going better than mach 1. well feel free to give it a try and let me know the results - btw if you have to make the scale stick to the aircraft... -- if at first you dont succeed youre not cut out for skydiving .
From : slick willy
on tue 19 jul 2005 200151 -0700 crb anon@net.com wrote im leaning toward buying one of these. i think the salesman bs about the 5.7 l hemi getting the mileage was a joke. we have an 01 dakota.. 2wd auto 3.55 gears 4.7l club cab.. wide 16 wheels we get about 18 hiway if were driving economically which isnt often.. lucky to get 11 or 12 in town/short trips.. it sure is fun to drive though.. i get out of the ram 5.9l auto/355 and into the dak and have to learn how to push the accelerator gently.. lol mac 03 tahoe widelite 26gt travel trailer replaced 1958 hilite tent trailer 99 dodge ram qq 2wd - 5.9l auto 355 gears .
From : Annonymous
edtheward blarg@blarg.net wrote could really be the intermediate shaft. i have the same isue with my 2000. do not purchase an oem intermediate shaft. get a borgeson. i have not replaced mine yet but i would bet that is your problem. i have done alot of research and although it is tricky to troubleshoot since it is not an official problem with the truck i believe that is what it is. and you could replace it yourself. http//www.dodgeram.org/tech/troubleshoot/steering.htm http//dodgeram.info/tech/mods/borgeson/index.html http//dodgetruckworld.tenmagazines.com/forums/topic.tenid=55126l thanks for all your help. sounds like its a common problem in dodge trucks. i have a dodge ram 1500 4x4 1999. i recently took it to the shop because while driving i can feel through the steering wheel all sorts of thuds and thumps that feels like its coming from near the end of the steering column. going around long corners i can really feel it. itll thump on and off throughout the whole corner. sometimes ill feel it just driving straight. its not a vibration or shimmy. one way i can try to explain it is it feels like someone is lightly tapping the steering column with a rubber hammer. its sporadic and holds no type of rhythm. so the guy in the shop says well your upper and lower ball joints have some play in it your tie-rod end has some play in it your wheel bearings have some play in it your track bar has some play in it. so i assumed he knew what he was taking about.... so after finding out that my guardian insurance plan paid for almost $600 of these repairs i had him do it all. the problem is still there. i couldnt believe it. i almost have a brand new front end basically. but yet the thumping knocking general unsafe feeling is still there. i just put new rotors calipers and pads on the front both sides. so its not a break vibration. i dont know much about this part of the truck so do you guys have any suggestions on where this could be coming from thanks steve .
From : max dodge
2004 durango hemi. i get around 11-13 in town and setting at 70 i get around 20. encountered stall problem with my hemi at low speed twice and some other stuff like warning lights coming on. thats my experience. trying to decide between 1500 and a dakota. salesman said the hemi gets about the same gas mileage as the dakota. hard to believe given the hp difference. which years and engines are good to stay away from in both .
From : paul o
i have a bad power seat motor and have taken apart the motor to see what the problem is. ram 1500 1998. the motor is perfect but a series internal thermal protector is bad. it has about 28 ohms of resistance. what is this device and how does it work it does not look like a thermal fuse. it looks like it should go up in resistance when you reach the end of travel and the motor draws excessive current. then it should drop back to an ohm or two after it cools down. this is the only thing i can find wrong with the motor. have you ever seen this before any help would be appreciated. thanks marvin ps im betting a new motor is $100 !! .
From : de
actually t-bonealthough i have limited mechanical skills i did try sky diving and liked it very much. it can be very expensive though! thanks howard .bobthanksbut besides being the acronym for a drug what is lsd lsd stands for limited slip differential sorta like gms posi rear. while helpful for traction on dry and somewhat slippy roads it can cause fishtailing on wet roads in turns until you get used to it. also you mean even though i might never tow in 4x4 mode i would need to change gears in front also without question. your 4wd is not going to work very well if both axles are always trying to turn the wheels at different speeds. what would changing gears up to 3.92 due to my mileage in the city it may actually improve but on the highway without towing it is going to drop. the amount really depends on how fast you like to drive. also by changing the gears does this mean that the engine wont need to race up as much to get up the hills. no because it will always be running faster and have more torque due to the lower gearing. with the k&n intake my wife and i can barely talk to each other when i rev up for the hills. the easy answer to that is to lose the k&n. you will find that it really isnt doing all that much for you. sorry i ask so many questions but i know very little about trucksenginesrunning gear. thanks howard. that is the reason for these groups. -- if at first you dont succeed youre not cut out for skydiving .
From : lorne guess noguess net
ok ive gotta bite and when was the last time you weighed yourself in the middle of a jump or when running tbone wrote of course it does. the farther you get away from the planet the lower the force of gravity acting on it is. then you can add to that the fact if it is actually flying there is a force being applied to it that is negating the force of gravity so in relation to the ground the airplane has no weight. now i realize that this is an abstract thought process which seems hard for most of you to understand but it still is what it is. the airplane is exerting a downword force equal to the airplanes weight onto the air that supports it. thats a concept that you dont seem to comprehend. actually if the aircraft is climbing the force being exerted upward is greater than the planes weight and i am fully aware of this. the point is that weight a measurement of the net downward force of some mass and if the forces pushing it back up is greater than the force pulling it down exactly how much weight do you have the point is that if you did not know the mass or weight of the aircraft at rest there would be no scale in the world that could give you the weight to calculate the mass while the plane is in level flight because while in level flight the plane has no weight. -- if at first you dont succeed youre not cut out for skydiving .
From : trey
what year cars are you referring to most of my reference in the post was to stuff that is 80s to present. the big key to any of the engines standing up well over time was operator care. over heat it one time even just a bit and bingo you have a problem. other times it simply was because of a higher failure rate on alum/iron vs. iron/iron. yes many high end sports cars have aluminum heads viper and corvette to name just two. however they arent econobuckets and generally recieve more engineering attention. although in the vette there was a problem with the goo associated with electrolysis in the aluminum headed engines scumming up the low coolant sensor. this is not to say that the duramax design cannot work just that certain design elements have a higher failure rate than the cummins design will and make a bit less sense than they should to call it a proven design. -- max give a man a match and he is warm for a short while. light him on fire and he is warm for the rest of his life. max dodge wrote this comment on aluminum heads being a problem on automotive engines is pure bs. please explain then the problems that ford escorts had with the heads the gm 2.0 has with its aluminum head and the mopar 2.2/2.5 had with its head. all had aluminum and all have head gasket faliures as part of their history. all decent engines but all blew head gaskets because of the aluminum vs cast iron expansion rates and the effect on a head gasket. what year cars are you referring to the old early to mid 70s aluminum heads on cast blocks were major problems. ya it was because of the different expansion rates. i had thought that by the 90s most of these issues had long been resolved. dont some of the high end sports cars out now have aluminum heads i could be wrong but i believe my 1999 isuzu amigo v6 3.2l i recently sold did. ran flawless for 100k and ran like new when sold. .
From : miles
christopher thompson wrote as far as your truck having the power to pull 5000 lbs id think you would be fine. a good 1/2 ton should be able to handle a camper of that size no problems. thats my 2 cents a very general and unfounded statement. it was ment to be general and what constitutes a good 1/2 ton is up to each individual for me it has to be able to work and work well with loads suited for its capacity i dont ask a 1/2 ton to do the job of a semi.......thats flat stupid. if you want to keep your truck you wont overload it too seriously..preferably not at all but like i said its a work vehicle and i live in the real world where you cant always have the perfect situation all the time! new 1/2 tons are usually geared to squeak that last 1/4 mpg out on the rigged epa mpg dyno test. i half ton truck with 31 ot 32s tire on a heavy extended or crew cab with 3.42 gm or 3.54 ford/chysler makes a poor towing platform for a 5000lb travel trailer. ok if thats your feeling then dont buy one to pull your 5000 lb trailer..if you want to put a tire 3 inches taller than the factory desighned and rated its towing figures at then thats up to you. but dont complain because the gearing isnt right when you change the final gear by changing tire size/height. keep in mind a taller tire takes away from the rear gear thats just simple math! ive owned several 1/2 tons and been very pleased with the towing capabilities with them infact one of the best towing vehicles was a chevy s10 with the 4.3 and auto trans. the owners manual rated the truck at 6k with the low gear whitch mine had. i pulled a 24 foot camper not ultra lite model either mind you a 25 foot macgreggor sail boat with the lead swing keel and my tractor behind that truck. with all of these regular loads it performed to expectations. was it always fast no. but if you were pulling well more than your own weight you wouldnt be either. now on the other end of the scale was a 86 d100 slant 6 3speed auto. it seen the tractor and 24 foot pontoon boat on a regular basis. needless to say the poor ole truck was having to grunt but it did the job. and i knew what i had. i knew the take offs were slow and the top speed was low. and i mean low but hey it was what i had at the time. but truth be told i was asking the truck to do way more than it was ever desighned to do. i have no idea what the ratings on that truck was and am scared to ask. so you see im not saying that all 1/2 tons are suited for that sort of load but a properly equiped one should handle it very well also you should note that im also saying with any tow vehicle you should know your rig and load and drive the combonation appropriately yes i know i cant spell. i recently drove a new chevy z71 extendend cab with a 310hp rated aluminum v8 and 3.42 gears. it was very strong above 3000rpm if you wound it out in 1st and second but it was lacking in drive and a flat out snail in 4th/od. i shudder to think how poorly it would tow a 5k travel trailer than it is rated to tow. what you want it to perform like a sports car while pulling to near full capacity on oversized tires a hemi in a cc dodge truck with 3.54 gears would be about the same or maybe just a tiny bit better. i do not care if it is rated at 345hp or so above 5000rpm as you do not tow at 5000 rpm and it is seriously lacking below 3000 rpm too. dodge has really screwed some truck owners with that combo. it would be more managible if they would increase the hemis displacement in the truck by 30 or 40 cubic inches but i do not see that happening. if thats your feeling then you dont have to buy the hemi.....dont worry it wont break my heart it is like they are forcing your hand into a profitable for them $6 or7k option cummins if you want to tow anything of any real weight while you add an extra 600 lbs to front end of truck too. they could offer more axle ratio option for the gas engine but then that might take away cummins sales. there is a crew cab 1 ton dualie at a dealr near her with a hemi in it and it has been sitting there for about 8 months now. we drove it for grins when my freind was looking at cummins power trucks and it was a bit of a slug and would be a joke with a big trailer on it too. when dodge replaced the v10 with the hemi in a truck they really screwd up because the v10 might have used a bit more gas but it would pull very strongly too much better than the higher hp rated hemi that replaced it. if you dont like the extra wieght on the front axle you dont have to buy the comings either. now weither you like what ive said or not....its really no skin off my nose. thats the way i see it take it or leave it read the information provided by the manufactures ect for your self and make your own decisions as to whats the choices for you. -- posted using the http//www.autoforumz.com interface at authors request articles ind
From : max dodge
water vapor and steam are not exactly the same thing. do you know the difference yup. same difference between helium as a gas and helium as a liquid. if steam has weight because its water vapor then so does helium as a gas. water vapor disperses through the air and may be considered weightless ok so now water is weightless. jeez and all those diets to get rid of water weight..... however i dont recall many ships sailing in vapor do you depends on just how rough the seas are. helium is actually lighter than air and that alone makes it different. steam is also lighter than air but its no different it has weight just like helium and just as air does. lol steam usually has liquid water in mechanical suspension and that makes it heavier than air. then how does it rise put liquid helium on any scale under normal atmospheric conditions and it will have weight. put helium gas on that scale under the same conditions and it will show nothing at all. pure unadulterated bullshit. see tom ls example of the ice cube. ive simply taken your theory about helium gas and applied it to another elements as a gas and shown how your theory doesnt work. no you didnt because water vapor can be and is part of the atmosphere and helium is not. really http//en.wikipedia.org/wiki/earthsatmosphere#composition better take a look at this they claim it is part of earths atmosphere. -- max give a man a match and he is warm for a short while. light him on fire and he is warm for the rest of his life. i dont recall water vapor supporting any type of ship never mind an aircraft carrier. if it could there would be no reason for dry-dock. now water itself is a liquid while vapor is a gas you do know that right yeah but you seem confused by it. actually no you are the one that seems confused. see youve just said that water vapor steam has weight because it water. water vapor and steam are not exactly the same thing. do you know the difference yet that water vapor will rise through the air particularly if its heated and is steam. water vapor disperses through the air and may be considered weightless however i dont recall many ships sailing in vapor do you helium is actually lighter than air and that alone makes it different.. its the same with helium which you seem to think acts totally differently as a gas than water does as a gas. if water vapor gaseous water has weight then so does gaseous helium. lol steam usually has liquid water in mechanical suspension and that makes it heavier than air. put liquid helium on any scale under normal atmospheric conditions and it will have weight. put helium gas on that scale under the same conditions and it will show nothing at all. ive simply taken your theory about helium gas and applied it to another elements as a gas and shown how your theory doesnt work. no you didnt because water vapor can be and is part of the atmosphere and helium is not. -- if at first you dont succeed youre not cut out for skydiving .
From : max dodge
than what the speedo says. first question - is there any way to recalibrate it without spending the $400 for a hypertech or similar device your dealer can re-program the pcm for the new number of revolutions per mile youll either have to figure that out or get it from the tire manufacturer - but im pretty sure those tires are 601revs/mile alternatively there are electronic recalibration boxes that you can wire in between your abs computer and pcm that will correct the speed. these will run between $150 and $200. a dealer should only charge $75 or so to recalibrate the pcm. speedo being off would also throw off the odometer would it not it would. secondly thirdly but whos counting i think the transfer case is leaking fluid. its got the 231d. is there a quick fix for this or where is a good place to get a replacement depends on where its leaking from. common points are the input shaft seal between the transmission and transfer case - requires removing the transfer case to replace the output shaft seal where the driveshaft connects - easy to replace just have to remove driveshaft or the drain/fill plugs easiest to fix - just tighten with a 3/8 allen wrench. of course it could be leaking from the case itself where the two halves join together but thats much less common. .
From : big al
m.burnside@comcast.net wrote driving along on the freeway with cruise set at 70mph. abs and brake light comes on then after one second the air bag then check engine light comes on. next speedo goes out and although does displaying mileage not increasing. next ac and blower stop. try turn signals and brakes and all other things like rev counter power windows sunroof and mirrors all work. pull over turn off engine and wait one minute. start up and everything works with no warning lights except check engine light which seems to come on randomly anyway. drive home around 70 miles and stop to get gas. start engine and this time check engine light goes out. seems like some sort of electronic or electric short since only somethings stop working. has anyone else had this problem anyone know what is wrong taken it in for both problems tomorrow and hope there is a fix. i have also had the engine stall on me at very low speed think goodness or else i would probably not be here. thanks check your fuses. seems some are not seated very well from the factory. i think there is one in particular but when this happened to my 04 durango i gave each one a good push and the problem has not returned. your dealer should know about it. now that you mention it i had the stalling a couple times early on but that hasnt happened in a while. dont know if they are related. b a r .