Ok guys, change turbo this past weekend have a few questions I noticed as I was swapping turbo.

1. I noticed one of the glow plug wires 3 cyl back on pass side (not sure of number) is darn close to touching exhaust (3in DP). It has heat protective wrap on wire but I'm concearned on an extended trip this may cause a problem. Is this normal for wires to be that close to exhaust. If not I'm not sure how to fix because on that cylinder the plug goes into a steel shroud for lack of a better word.

2. Since I have a brand spanky new turbo I'd like to take care of it so I made a few modifications. I notice the CDR valve puts out some oil for recirculation and dumps it back into snorkel, I have that rerouted to a oil catch can so the snorkel and turbo inlet are free of oil is this a problem.

3. Have you guys ever played around with turbo timers. A device that allows the truck to stay running for a predetermined time set by unit give turbo/oil a change to cool down.

No response to this guys???

Glow plug wiring is blue vht insulated, with the orange wiring passing thru the heat shield tubes being Teflon insulated.
Even direct contact would not quickly damage either insulation type, so 3" spacing is good.

All the engine harness wiring is vht insulated, such that a hot soldering iron, placed on the insulation, does not discolor it, much less begin to melt it.

Diesel engines run on - guess what? - oil, so how can crankcase vapors - oil - effect operation, detrimentally?
The vapors help lubricate the intake valves, where Diesel intake is dry air - gassers inject fuel into the intake air stream, lubricating the intake valves.

Excess crankcase vapors, from badly worn piston rings, can cause power increase known as 'surging' , so it would seem as though a Diesel is very happy with any source of fuel oil, wouldn't you think?

Hook the CDR back up as oem normal - your engine will love you for it, particularly at oil analysis time, with low 'silicates' content.

That's a hi-tech word for DIRT................:cool: