Depending on whether you’re using your truck to tow, daily drive or race, your gauge needs will vary. However, due to the versatile nature of diesel trucks, many owners dabble in all three of the latter categories at some point. As a general rule of thumb for performance, towing and street-driven applications, a pyrometer should be installed to measure exhaust gas temperature (EGT), a transmission temp gauge should be employed to make sure the automatic transmission doesn’t see excessive heat and a boost gauge is often utilized to see how hard the turbocharger is working. Before you bury the needle, get these vital gauges installed on your diesel, and then think about adding a few more for ultimate powertrain protection.

Premium fuels, especially petrol, are only necessary if your vehicle requires them. Most European vehicles require premium 95 at a minimum, while most Japanese makes and locally produced cars only need 91 regular unleaded. Fuelling up with a higher grade of fuel than your car requires is a waste of money. It’s good practice to put a fuel cleaning additive in the tank from your local SuperRepAuto, usually once or twice a year, to keep the system clean.

Kia will ignore the U.S. government shutdown and recall vehicles to fix a fuel pipe problem that can cause engine fires

Teva Pharmaceutical Industries Ltd (ADR) (NYSE:TEVA) has raised its stake in Mylan NV (NASDAQ:MYL) to almost 2.2%, as per a regulatory filing on Friday. The move is increasingly being seen as an acquisition tactic employed by Teva on its months-old target. Teva extended a $40 billion unsolicited takeover offer to […]

We boost the horsepower of a 408ci stroked LS with the help of a TorqStorm supercharger then dyno test it on pump gas and E85.

Enter Wagler Competition Products, a company that offers an “As-Cast” option (cast by Brodix to Wagler’s specifications) which flows 239 cfm before porting. Once ported and fitted with larger valves, Wagler Competition’s cast-aluminum heads flow just under 280 cfm.

The average cost to repair a "check engine" light problem in the U.S. in 2018 was $381 versus $357 in 2017. The increase resulted from an 11-percent jump in labor costs and a 3.5-percent hike in average parts costs, according to data procured from repairs uploaded to the CarMD diagnostic database over the course of last year.

At least suitable repair components should be at the auto parts store. Many makes use similar linkage

Once developed, the Autoinjector is planned to be rolled out to police, non-government organisations, ambulance services, and Code Red first aid kits in public places. jQuery( document ).ready(function() { /* Companies carousel */ jQuery(‘.carousel’).slick({ dots: true, infinite: true, speed: 300, lazyLoad: ‘ondemand’, slidesToShow: 1, slidesToScroll: 1, adaptiveHeight: true }); });

On The DynoStrapping down the 2018 Coyote on Westech’s engine dyno was no different than any other Coyote we’ve tested. Our engine fired up instantly and we could tell immediately that the Gen 3 is a much smoother running engine than earlier Gen-1 and -2 designs, thanks to charge-motion control valves built into the intake manifold. After a break-in cycle, we went WOT with the bone-stock calibration. This resulted in an astonishing 496.8 horsepower and 427.4 lb-ft of torque. That’s about 60 more horsepower than we see from previous-generation Coyotes. A big portion of that gain is the incrementally superior design of the 2018-up intake manifold, which we’ll cover at a later date. In any event, this third version of Ford’s Coyote reactor core offers impressive power on par with competitive offerings from Mopar (the 392ci Hemi crate at 485 hp for around $8,400) and Chevrolet Performance (the 6.2L small-block LT1 with 460 hp for around $7,800).

Do you have any engine problems that you think you can solve by adding diesel fuel additives? If you do, we would like to read your thoughts in the comments section below.

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