I had forgotten that you already had a mech fan. Makes a lot more sense why you are looking at other options. I've done no research on higher capacity oil pumps so I've got no suggestions there.
To be honest I don't think your cold air aid is probably doing much. I read a study a while ago...
Just some thoughts:
Right now the oil cooler uses coolant. If your coolant heats up it doesn't cool off the oil too much. For a bigger impact I think I'd use an additional external cooler of some kind with potentially a fan. The fan could be temp controlled or just on a switch for the heavy...
So the P pump injectors pop at a higher pressure than my VE injectors so my experience is all based on VE stuff with pop pressures ranging from 245-250 bar. For me, I have tried 5x.012 SAC, 5x.012 VCO, and a 5x.014 SAC. For an all-rounder spending a lot of time on the street the 5x.014 were...
What about a stud conversion kit?
Example:
Shock Absorber Conversion Mount - https://www.4wheelparts.com/b/suspension/shock-absorber-conversion-mount/_/N-cm7lk
Shock Eyelet Conversion Tabs - https://www.ballisticfabrication.com/products/shock-eyelet-conversion-tabs
Troubleshooting ideas and baseline checks:
With that temp I'd be checking the oil for signs of coolant and the coolant for signs of oil. Look at the coolant level, how about oil level? Are you consuming more than normal? Do you recall what your egts where at when the temp spiked?
For low...
Looks like that caliper mount gets bolted up with the spindle bolts. It should only be able to go on one way since the holes are not symmetrical if I remember correctly.
On an oil change after the oil is drained out I would fill per cummins capacity spec and make a new high level mark on your dipstick. This is before running the engine. Then run the engine and check back on the mark in a day to see how far the level dropped and add oil to return to the mark...
With a declared elevation of 755ft the online calculator gave me 14.2 for atmospheric. That's the figure I used in those formulas behind the scenes to get the psi numbers above.
Mike, Jason posted the very formulas I used to get you those boost numbers. You are more than capable of running...
Ah yes, now we're starting to pop boots. The memories are coming back. Here are the results of the numbers with the boost fooler installed and if I understood correctly with it fully shut (allowing no boost signal to the actuator). That mean it is drive pressure working against that internal...
If that didn't help then I'd advise tightening the actuator rod as well. With your set up you should be seeing way more safe boost than 20 psi. It may be that part of the discovery is that there is too much fueling happening but from the numbers I know those turbos can work better together so...
That is exactly what I'm using on my small turbo actuator reference line. I ended up making mine. They work by restricting the amount of signal getting to the actuator.
Agreed, a boost fooler should be easy to install and easy to adjust. Once one get's installed we can run the numbers again to see the results.
There are lots of options but something like this: manual boost controller | eBay
Ran some numbers and here are the results:
Total Boost - psi
Large Turbo - psi
Small Turbo - psi
5
1
3.7
10
3
5.8
15
4
8.7
20
6.5
9.2
With only being able to get up to 20 total psi numbers the results are limited. But... looking at total 15 where large is 4 and small is 8.7 and...
Excellent. I will run some numbers with the data you provided to start the review. All I'm really looking for is the the boost numbers for total and large turbo, I don't need the gears or rpms. The last thing I'll need (which I think you probably provided in a previous post) is your average...