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thats my main concern too

as far as the end result of my build goes, if i end up needing to swap out the engine, trans, tires, and modified the suspension i feel that im still ahead considering that would mean i paid $13,500 for a chassis, air brake system, cab, all electrical, driveline, etc that is basically brand new...

i didnt know about the adjustment screw, ill have to look into that. im first planning on getting a calibrated gauge and adjusting the governor to 130, and then i can just adjust the stock gauges. that sounds good, thanks for the tip

and that would be my final confirmation for me doing an engine swap, i dont want to watch my EGT's or every couple of weeks tweaking this or adjusting that. so the bottom line is if i want more power with oem reliability i need to get an oem engine that happens to have higher power. the...

the EGT makes sense. but it still sounds like the most set it and forget it is an engine swap. maybe ill find an isx 600 and the allison that can handle that and be reliable to 1 million miles.

my last 3 posts were intended to be above your posts, you reply pretty fast haha

i guess im just a little leary because everyone seems to be worried that this engine doesnt have oil cooling the pistons, and something else i cant think of like all the other cummins variants. and i have only 660 miles on my engine and i would hate to melt a piston on such a fresh engine

yeah i have went through the past 5 years of threads on this forum and the big cam conversion seems to be the way to go if you really, really want to have reliability and use the same block. but i was kind of hoping that easternsurplus just put together a kit based on one of the big cam variants...

pretty hard to find huh? i thought so too. well i found a post on this forum from them years ago mentioning that they have turbo kits. so i tried to look it up and only found 2 pictures and no information (http://www.easternsurplus.net/5ton_spares.html, then go to edit-find on this page-then...

alrighty then, i guess its a pretty common occurance. thanks for the replies before i start chasing my tail, cause thats exactly where i was headed:)

on my m931a1 the primary air pressure is 125psi, while the secondary is reading 135psi. i went through the trouble shooting tm's and only found info on what to do incase of overpressure on the primary. and i couldnt find a second governor for the secondary air side, so im assuming it all shares...

i called eastern earlier today to get more information and what they told me was that its a complete kit, bolt on, that increases power 20%-25%. but from reading the past few years threads discussing the possibility of turboing the nhc 250 it sounds like it needs quite a bit of work to the top...

thank you for the reply, it puts my mind at ease. and although i did read the tm on it, your explaination makes perfect sense. and yes i love the truck, even though i never drove one of these when i was in the military, it does bring back fond memories of delivering much needed goods into the...

well imagine that, the spring brake override was activated, im so glad the previous owner only drove it for a few miles and had it for a few weeks. so now that i have read waaaaaaay to many hours of tm's i feel confident that i can properly drive this vehicle. but i cant seem to figure out if...

thank you for the mother load suggestion, thats an incredible amount of information. and i cant remember if the over ride switch was pushed in or not, or maybe just needs to be worked a couple of times, so ill look into it tonight.

yesterday i bought a 1987 (engine block date is 11/86) M931A1 with 640 miles and 32 hours on the clock. there are a bunch of MWO tags and i found some paper work with what looks like a pm checklist filled out from fort shelby with a date from 1996. so from that im deriving it is original and not...