Rust control module - wth?
From : peter
Q: is this supposed to be factory-installed option didnt look like it no its an aftermarket unit. there should be two contact pads located at opposite corners of the vehicle. it uses a small amount of current to circulate a charge throughout the vehicle which impedes corrosion. yes it actually works. .
Replies:
From : steve lusardi
there is no drain plug in the pan how do i find the drain plug is there one .
From : peter
blarg@blarg.net says... what does everyone think of this new ram...besides its about time http//autoadvice.about.com/od/dodg1/ss/dodgerammegacab.htm http//www.pickuptruck.com/html/2006/dodge/ram/mega/page1.html i always have loved trucks but i think a truck should be a truck. i see these hybrid vehicles with a 4 foot bed and plenty of cab room just a chopped up suv trying to make more sales. if you try and make an s.u.v. out of a truck you get a s.u.c.k. i say you gotta keep em seperated. im a traditionalist so sue me. btw i drive a regular cab 4x4 and dont whine about room. the last regular cab i had drove me nuts i couldnt get the seat back quite far enough and i was always having to put stuff on the front floor when it rained out or it was something i wouldnt want to put in the bed anyway. i dont know how anyone over 62 can stand it. it was a 86 chevy and like my 82 blazer i had to do mods to the seat angle the bottom was angled downand it needed to be up slightly or it killed your legs and back just to be able to tolerate driving it. i would be more than happy with a 4 ft bed it would let me put a bunch of bags of asphalt patch back there and have even more cab room. i would want some sort of trunk or something and not just room behind the back seats though. i wouldnt want an suv to carry that junk around first off it stinks and the bags are dusty. i want the bed to be able to wash it out if needed and for trash hauling something else i have to do once in a while.. bdk .
From : Annonymous
on tue 10 may 2005 212148 gmt tom lawrence tnloaswpraemnmcien5g@earthlink.net wrote can the hub and bearing be removed with the axle eliminating the problem of removing the hub nut if not how do you break the nut loose it can but it would be awkward to work with. stick a big screwdriver into the vanes of hte rotor so that it jams up against the brake caliper. then just put a big socket/bar onto the axle nut after removing the cotter pin of course and back it off. i dont recall the size of the nut off-hand sorry... do it the easy way - while the brakes are still connected. or the easier way - with a big jonston bar on the socket and the handle against the ground - use a chunk of pipe if necessary and put the car in gear reverse for left side - handle facing back forward for right side handle facing forward. can be done with each wheel off the ground but safer an all fours. .
From : badger
cooltoys@bellsouth.net says... what does everyone think of this new ram...besides its about time http//autoadvice.about.com/od/dodg1/ss/dodgerammegacab.htm http//www.pickuptruck.com/html/2006/dodge/ram/mega/page1.html i have a friend who is practically foaming at the mouth mostly due to the solid front axle but the backseat big enough to put his 2 kids and dog without complaints is a big deal too. hes going to end up with one pretty quick i would imagine. now he has to decide between a hemi and a cummins. if the deals stay as they are now im betting on the diesel.. bdk .
From : steve lusardi
what year is the truck your 4500 is in -- laszlo almasi carolina watercraft works inc. in the battle between money and love money will always triumph i may have to change my signature...... i dont know about your 4500 but my 4500 is smooth its slick and aluminum. it successfully worked against some significant loads on my 360 powered 1500 for years. my only complaint was the 3 - 4 backlash but it worked flawlessly. on my 04 3500 cummins dually my 5600 is hard work. it is much bigger and much heavier. the pilot shaft is 1.250 in diameter. the 4500 pilot shaft is .750. you will never blower or otherwise ever create the low rpm torque the 5600 is designed to handle with the 360. in full nascar trim you might see 600 ft lbs at 6200 rpm. a .750 pilot shaft will handle that just fine. i am not being negative. i am giving you damn good advice and i might add for free. now for the clutch thats a different story. the 360 clutch is weak and needs help but then again so does the 13 on the cummins. i can easy smoke both of them with just a little abuse. however if you are gentle and let them both hook up before applying power you can get by for thousands of miles. steve how about a dicussion about converting a 2500 qc 360 nv4500 manual over to a 6 speed nv5600. ive heard the driveshaft lengths are different and the flywheel. im considering going this route since ill be adding the procharger and a few other items in the not too distant future. so let the knowledge roll.... http//www.drivetrain.com/nv5600.html .
From : Annonymous
i dont know about your 4500 but my 4500 is smooth its slick and aluminum. it successfully worked against some significant loads on my 360 powered 1500 did you swap that in i thought the 1500s only came with a nv3500 and then only with the 5.2l. the 5.9l only came with an auto in the 1500s... that just fine. i am not being negative. i am giving you damn good advice and i might add for free. settle down with the for free brent... no ones holding a gun to your head here - you post because you want to no other reason. you are gentle and let them both hook up before applying power you can get by for thousands of miles. a clutch upgrade is certainly warranted if hes going to be putting higher hp through it... i ran a centerforce df on my 2500 with an nv4500 putting out about 350hp 500lb.ft. and 38 tires. its still holding up fine for the current owner. like you said i smoked the stock clutch in about 5000 miles .
From : tom lawrence
hhmm...maybe i need to find a 6 speed here and take it for a spin. -- laszlo almasi carolina watercraft works inc. in the battle between money and love money will always triumph i may have to change my signature...... shafts extra gears and such. they are housed in the same casing and use the i coulda sworn the 4500 was an aluminum case and the 5600 was cast-iron... whereas the 4500 is a 5 speed. so...it will indeed add value when coupled to the supercharger and other items ill be installing. how by adding an additional gear between low and 11 that youll probably just skip over anyway i agree here - i dont see the benefits at all... youre not going to put out enough power from a 360 to break the nv4500... those trannies ran just fine behind some pretty beefed-up cummins engines putting out way more torque than you could ever hope to muster with the 360 and the only real problem was with the 5th gear nut backing off due to high torque at low rpms vibrating the nut loose - another problem you wont have with a 360. i have both. a 92 w250 and an 04 2500. both are 4x4s. the nv4500 shifts much easier than the 5600. driving the 04 empty is a chore with the six speed. the ratio splits are much better suited to pulling a heavy load. cant imagine how slow it would shift if the engine was capable of pulling 5000 rpm. its the 3-4 shift thats wide with the 4500. imho they would be well off coming up with a decent automatic. in the 04 i find myself wanting to use 2 4 and 6th. the owners manual says not to skip gears. is this because they think well torture the synchros or is there another reason ironically i never feel the need to skip shift the 92. i view it as a hd three speed with overdrive and granny low. al .
From : jacob suter
shafts extra gears and such. they are housed in the same casing and use the i coulda sworn the 4500 was an aluminum case and the 5600 was cast-iron... whereas the 4500 is a 5 speed. so...it will indeed add value when coupled to the supercharger and other items ill be installing. how by adding an additional gear between low and 11 that youll probably just skip over anyway i agree here - i dont see the benefits at all... youre not going to put out enough power from a 360 to break the nv4500... those trannies ran just fine behind some pretty beefed-up cummins engines putting out way more torque than you could ever hope to muster with the 360 and the only real problem was with the 5th gear nut backing off due to high torque at low rpms vibrating the nut loose - another problem you wont have with a 360. i have both. a 92 w250 and an 04 2500. both are 4x4s. the nv4500 shifts much easier than the 5600. driving the 04 empty is a chore with the six speed. the ratio splits are much better suited to pulling a heavy load. cant imagine how slow it would shift if the engine was capable of pulling 5000 rpm. its the 3-4 shift thats wide with the 4500. imho they would be well off coming up with a decent automatic. in the 04 i find myself wanting to use 2 4 and 6th. the owners manual says not to skip gears. is this because they think well torture the synchros or is there another reason ironically i never feel the need to skip shift the 92. i view it as a hd three speed with overdrive and granny low. al .