break light
From : katherine lariviere
Q: ninebal310 ninebal310@aol.committed wrote steve if youre old enough to buy a truck you should be old enough to understand that it isnt the truck they are talking down about. it is you. you are obviously a sensitive guy so go have yourself a good cry before santa comes. funny guy.. real funny guy. -steve -- ---- knowing others is wisdom knowing your self is enlightenment. -- lao-tzu .
Replies:
From : katherine lariviere
rob wrote really electrical stuff is pretty simple. everything works ok til the smoke leaks out. once the smoke leaks out of an electrical gizmo there is no way of putting the smoke back in it.... you just gotta buy a new one! actually its all a big conspiracy. -snipped- i knew i was on the right track ....... jerry .
From : mike simmons
those old narrow a bodies are fun cars . . this one is a 225 3spd on the column 13 wheels. neat car. four door. its a great around town car but i think its days as an over the road car are limited. its just not as comfortable with no a/c or od. max life liberty and the pursuit of any jackass that threatens it. embellished usnavy slogan .
From : tbone
on fri 17 dec 2004 085745 -0700 nitpik bubba@mindspring.com wrote id check where the pump is wired into the trucks electrical circuit. sounds like it needs to move to another point closer to the battery if not right off the battery. also check the draw of the pump might be pulling too many amps. check the voltage coming off the alt. when the pump is activated make sure it stays at least around 12 volts or higher if it drops down below that and the pump is pulling normal current then your alternator needs to be checked out. i need to check but that battery doesnt sound like a really big one for the added load of the plow .. the plow pump should be running off the battery for the most part rather than the alternator thats why it should be hooked in close to the battery. the pump is wired directly off the battery posts. the alt. is the biggest chrysler makes for this truck. 160 amp the only time there is a large amp draw is if the plow is dead ended and held for 5+seconds. the draw doesnt seem to go over 35-50 amps normal usage but even that really draws the batt. guage down. if you use the plow a number of times without letting the guage come back to normal you will set the warning light off. dealer says all checks out ok. the only things i can think of are a weak battery or operator error! check the packing nuts on the end of the pistons. ive seen some that are way to tight back them off and see how you make out. you could very well be working the pump too hard. does the motor get hot at the time of extreme voltage draw what kind of plow roy .
From : mike simmons
and on a dodge v8 which is what the op has that is exactly where they do. as for the other engines i said that the three circuits are still in a parallel configuration and you have yet to prove differently. -- if at first you dont succeed youre not cut out for skydiving from your post of 12/16/04 1101 am all three leave the same chamber of the intake manifold and if you think differently prove it and they all return directly to the water pump. thats what you said idiot. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. it is still in parallel budd semantics aside. -- if at first you dont succeed youre not cut out for skydiving your claim was that all bypasses went into the intake in parallel to the thermostat. on the slant sixes it goes into the head in parallel. you are wrong. pay up or shut up. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. really budd perhaps you had better look again. -- if at first you dont succeed youre not cut out for skydiving slant sixes. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. once again you show your ignorance. all three are in parallel since they all leave from the same place on the intake and all return directly to the water pump. you do know the definition of parallel dont you that depends on design and varies from vehicle to vehicle. really name one modern vehicle where this is not the case. better yet name one chrysler product where this is the casr since the op is talking about a dodge. the only thing the bypass is directly in parallel with is the thermostat. the bypass hose is not to provide an alternate route for coolant to bypass the heater core it is to provide for circulation when the thermostat is closed. no shit sherlock. try telling that to your buddy budd. but the heater circuit is still in parallel with the radiator and the bypass. sorry to dissapoint you moron ooops the name calling in leiu of facts defense. you are done. lol no but you are and once again you had better talk to your buddy budd. -- if at first you dont succeed youre not cut out for skydiving .
From : mike simmons
i am not talking about just this friggin ball joint. i am talking about the degradation of american manufacturing in general. dicks comment appeared to be a generalized comment about american manufacturing and while the worker cannot be blamed for the managements decision to use substandard parts the assembly is not always top notch either and that is what i was getting at. perhaps it is you who should know wtf they are talking about before responding if you will reread the thread dick implied correctly that it was not the production work. in the next thread you chimed in incorrectly that the production worker was in part responsible. this lead me to believe correctly that you dont know wtf you are talking about! btw you neednt reply to this since i shant engage you in a pissing contest... i dont suffer fools. mike -- if at first you dont succeed youre not cut out for skydiving but the us production worker does bear some of the responsibility. and you know this how the failure of the ball joints is because moisture is being allowed to enter the ball joint. it is either a design or material failure and has nothing to do with the production worker. further the ball joint is not manufactured by d/c but an outside vendor. t-bone as i said in an earlier post in another thread you really ought to post only when you know what you are talking about. a wise man speaks because he has something to say a fool speaks because he has to say something plato mike -- if at first you dont succeed youre not cut out for skydiving please dont blame the us production worker. he just builds what management/engineering tells him to. the sad part is the customer has to pay top dollar for an authentic oem part which could be no more than a part that was manufactured by yung boi cheap labor. add the lame uaw into the assembly and the odds are slim if ya get one that doesnt break. bush says outsourcing is good. good for who .
From : mark
just finished a quick perusal of my old chilton manual and from what i can see in the pictures most v-8 engines had the bypass cast internally to the waterpump and engine block with the la series being the primary exception but thats because the block was originally designed for hemi then later polyspherical and finally inline valve heads which precluded the bypass being made into the block. reasons for the differences aside they still connect to the same port or chamber if you will and that is done for a reason. if you dont know what that reason is then like i said before that says it all. on some early hemis the bypass was cast to connect into a separate coolant manifold bolted to the heads. boy you really blew it. sorry budd but you are just arguing semantics here. they are still all inparallel any way that you want to rout it. -- if at first you dont succeed youre not cut out for skydiving .
From : jerry
on fri 17 dec 2004 154446 gmt tbone t-bonenospam@nc.rr.com wrote budd cochran mr-d150@citlinkspam.net blabbered on with the childish attacks began a long time ago by you when the first person to correct your errors did so. i also know from experience that if i had given just a simple answer you would rip into with erroneous details that have no application to the question . . its called spin you toidi. really did i rip into jerry or mike in the break light thread. sorry budd but you are just looking for excuses to be an asshole. which is really pretty decent on his part if you think about it. i mean tom you dont even look for any excuses. you just seem to take being an asshole for granted. hell even in the v6 vs v8 thread your true colors are coming out again with the way you are treating steve. this is how you act to most people and you get upset when they treat you in kind. that is the way it has always been with you budd. you shit on people that you dont know and even ones you call a friend and then put the blame on them when they do it back. you sure in your delusional condition that you dont think that you are budd that sure sounds like you tom. even when they try to be nice as steve did you just get worse. you did the same to me but were shocked to find out that im better at it than you are yep you are just delusional. you arent better at anything than anyone. and had no problem giving you a taste of your own medicine to the point where you ran away with your tail between your legs. see. this is what i said yesterday a post that in your cowardly style you couldnt answer by the way. you are simply entertainment. where do you come up with these snappy lines you reading the hardy boys again tom i deleted the rest of your trivial crap. it was just embarrassing. you are just embarrassing. man. tom you are just the poster boy for idiocy. you are litter ally that demented relative that gets hidden in the basement so no one sees you. you know so you cant embarrass the rest of the family. .
From : mike simmons
but the us production worker does bear some of the responsibility. and you know this how the failure of the ball joints is because moisture is being allowed to enter the ball joint. it is either a design or material failure and has nothing to do with the production worker. further the ball joint is not manufactured by d/c but an outside vendor. t-bone as i said in an earlier post in another thread you really ought to post only when you know what you are talking about. a wise man speaks because he has something to say a fool speaks because he has to say something plato mike -- if at first you dont succeed youre not cut out for skydiving please dont blame the us production worker. he just builds what management/engineering tells him to. the sad part is the customer has to pay top dollar for an authentic oem part which could be no more than a part that was manufactured by yung boi cheap labor. add the lame uaw into the assembly and the odds are slim if ya get one that doesnt break. bush says outsourcing is good. good for who .
From : jerry
is it possible to replace the internal voltage regulator in the alternator or must i just replace the alternator too thanks lee .
From : jerry
that will really be hard to do if it still has the mopar alternator and regulator . . the regulator usually black in color is on the firewall and has a two wire plug on it. now if its a gm single wire system i think they can be changed but ive not been into one in years. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. is it possible to replace the internal voltage regulator in the alternator or must i just replace the alternator too thanks lee .
From : mike simmons
-- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. budd you have obviously taken my reply personally and for that i apologize. no insult was intended. however for your information i am a mechanical and an electronic engineer i have been building engines from the age of 15. i am now 60. i have owned 3 machine shops been partner is 2 race engine building concerns. my current passion is high performance diesels. i have built them mostly for marine use but i just completed a design in partnership with another of an aircraft diesel for light aircraft. the prototype is now undergoing certification tests. this particular shop that i frequent is owned by a friend who has been a racer for many years. i have been building his race engines for 15 years. i am more than qualified to have an opinion. you do not have to accept it but if you are wise you should pay attention. you dare tell me to pay attention im only three years younger than you and youre not my dad or brother. back off. try paying attention yourself. and yes i take all my posts personally they are my words and im responsible for them . . arent you responsible for what you write btw wallpaper listings do not impress me. as for the claimed engine experience i can back up my work history with engines with records from employers . . . you your example of the mopar la block amplifies my point that the advantage of the v6 is held by the manufacturer. yes the bearings are interchangable as are the rods pistons cam bearings cam drive etc. as far as secondary harmonics they are not an issue in any 90 degree v8. in point of fact they are smoothest of all designs. you never see a balance shaft in a v8 but you do for v6s lincoln/mercury for exactly that reason. a v-8 does have secondary vibrations which cause the harmonic torsions in the crank. you should have studied automotive engineering if you want to argue engine design. btw ford screwed around with what would work until it didnt . .really sound engineering. the mopar slant 6 was one of weakest inlines ever made and they had 5 main bearings not 4 as opposed to 7 for most others. power was very low for their displacement for good reason rotflmbo!!!! ya wanna tell the older engineers at mercedes that theyll laugh you off the planet considering in 1960 they declared it to be the best engineered engine in the world. it was originally designed to last 200000 miles in a die-cast aluminum construction when mopar decided to go with high nickle cast iron the basic design was kept and the engineering was now overkill. i personally have put over 340000 on one and put all standard size parts in another at 133000 miles. the old ramchargers racing team made up of mopar engineers successfully campaigned one in the 60s doug dutra has built one that runs in the 13s at last report . . on 194 cubic inches. shall i go on you dont know diddly about those engines. the forged crank for example has the highest rod journal overlap the largest total bearing areas and the most torsional rigidity of any gas six cylinder inline including the over-rated seven main engines. just to straighten you out on harmonic balancers their reason for existance is for damping torsional vibration of the crank not secondary harmonics. in line engines do not suffer from this issue and what are the main sources of secondary harmonics torsional vibrations. thats the reason for the rubber or elastomer mounting for the outer ring. on offset rod journals they are used on all 90 degree v6 engines. take one apart and see for yourself. 60 degree v6 engines do not offset the rod journal but they really suffer from secondaries. that is why detroit changed to 90 degree engines. buick had many many lawsuits after they first introduced the v6 engine it was a 60 degree motor because of block crank and main web failures. that is why they now use 90 degree cranks. wrong. buicks first v-6 was a 90 degree engine back in the 60s but they didnt get the firing order worked out to give a smooth idle. gm has made some 60 degree v-6s but i dont remember any getting into production. not all v-6s are split journal your offset rod journal. my 3.0 is a three throw 120 degrees between throws single journal per throw 90 degree iron block engine with single overhead cams built by mitsubishi. its the base engine for the twin turbo engine mitsu used in its hi-po designs and in its v-6 trucks. pretty darn flexible design id say. one problem the ford v-6s had was a 72 degree block . .to fit the narrow engine bay. detroit stayed with 90 degree blocks because it was cheaper than changing the tooling from the v-8s. plain and cheaper. steve i am very happy for you that your experience with v6s has been so successful. others have not been so happy with theirs i know many that are happy with them and i
From : tbone
about a month ago i noticed that my 98 durango was racing between second and third gear between 3000 and 4000 rpm when it should have shifted smoothly. shifting from 1st to 2nd was fine. this problem got worse--racing before id back off on the pedal to let the car shift so i took it to a local knowledgeable repairman who test-drove it and said it was probably the governor. he recommended i take it to a nearby dealership for fixing. to make a long story short the dealer couldnt duplicate the problem and when i drove the car again it seemed fine. what could account for this problems mysteriously disappearing will it reoccur thanks. .
From : tom lawrence
i have an old dodge ram pickup and a few years ago i put a heater in the lower radiator hose. i plugged it in tonight for the first time this year and noticed that it got very hot almost too hot to touch. so i unplugged it. these things are just supposed to get warm right im thinking it might be broken. pat .
From : curmudgeon
i beg to differ with you steve. apparently youve never driven a mitsubishi built v-6 like the one in my lebaron also used montero 4x4. its a 90 degree 3.0 v-6 with a 120 degree crank four-stroke engine that rivals my old slant sixes for smoothness if you couldnt get a slant six to run smooth put down your wrenches and find a new profession. the cylinders are numbered 1 3 5 waterpump end drivers side 2 4 6 and the firing order is 1-2-3-4-5-6 if this engine were any smoother itd have to be an electric motor and thats from idle to 6000 rpm. -- budd whats the difference between a bad golfer and a bad skydiver one goes whack darn and the other goes darn whack. it appears that you purchased your truck in accordance to your needs and for that you should not feel bad. i do not like v6 four cycle motors for pure engineering reasons. try to work out a balanced firing order in a v configuration you will realize that there isnt one. you may think that a 120 degree crank and a 60 degree v is the right answer. it is for a two stroke but not a 4 stroke reguardless of the v angle. the commonly used offset is 90 degrees and there are no common rod journals as in a v8. the rod journals have an offset. this puts a great deal of stress on the blocks main bearings crankshaft and lower end bearings. add to that the rod journal offset and you have a substantially weaker motor. the beneficiary of this is the manufacturer in space allocation. that is why you primarily see them in the smaller vehicles. the manufacturers could also build v8s in a similar size but that would involve the use of parts that could only be used in that engine. you see another savings the manufacturer realizes is the common use of the v8 parts in the v6 as the bore and stroke of both motors are usually the same. you as the end consumer end up paying for benefits you dont receive. there is more i could go into the generation and damping of secondary harmonics tortional vibration on the crank main bearing support space etc. but in the end 6 cylinder motors should be inline. steve im a new dakota owner and ive been searching the web and reading groups about my new truck.. one thing i notice is that v8 owners are really down on teh v6 trucks yet the v6 owners seem to really love their trucks. so im just wondering why do the v8 guys dislike the v6 is it really a bad motor or is it just the typical my motor is bigger than yours so it must be better attitude i test drove the v8 and the v6 and chose the v6 because of gas milage and it also still felt pretty beefy. i dont tow and i dont plan on towing and mostly ill use the truck for hauling light loads to the dumps or picking up do it your self supplies at the local home depot. i guess it bothers me to see people talk down about the truck i chose when there really is no reason for it. anyways happy holidays! -steve -- ---- knowing others is wisdom knowing your self is enlightenment. -- lao-tzu .