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Start with both the fuel filters (one's actually a water separator) first. Then check for air getting into the fuel system, or a kink or leak in the suctionline. 3rd: clean maf sensor. 4th, as mentioned above, look into the suction control valve on the injection pump. The D40 has no lift pump...

The link in my sig is to my build thread. On a diesel I firmly believe that you can, no should, go as big as feasible, as you're under boost nearly all the time, and there are no losses through off throttle purge (bov), so no real lag issues because of de- and repressurization. My turbo setup...

But where is the scientific proof that your single blade works better than my double blade ball shaver?

And I agree with everything in your post. Thankfully though, this (and most OEM) turbos can take a handful of extra psi at the compressor outlet (.3 or .4 extra PR) without running right up to the choke line or highest shaft speed line. The post IC charge temp readings from the graphs suggest no...

My 08 Thai AT has no o2 sensor so no closed loop feedback for the ecu. I'm not sure if the 147kW version is different. Even if so equipped, no adjustment of WOT/open loop fueling is to be expected, so no real increase in topend power. From the graphs, you can see that the truck is running leaner...

Yes it does buddy. The MAP sensor after the IC will control your turbo VNT via the ecu to the same 18.5psi max boost measured at the coldside endtank as before, but the cooler charge, albeit at the same pressure, will now be denser. The turbo is indeed now working a little bit harder (a bit more...

Not that much, until you adjust your fueling to make use of that denser charge.

The JASO FB one in that list that is deemed cc safe, is mineral based. I strongly suspect that most mineral JASO FB oils will give no problems with ccs.

Some 2 stroke oils are specifically marketed as safe for catalytic converters: http://www.addinol.de/index.php?id=636&L=2&ftu=

Bombs away on using the search button in three, ...two......

I feel the need to come to the defense of the OP. This is what I get when I type "Titan" in the search bar: Soooooo....

Except for the K&N Apollo intake which still uses the stock intake position, there isn't a true CAI available, that I know of.

In normal driving, even at highway speeds and overtaking, my pre turbo EGTs will not go past 480C/900F or so. Under full throttle, my pre turbo max is kept at 775C with water injection.

I run a modified valve body and a deep transmission pan holding 30% more ATF fluid. Read on from here: http://www.clubfrontier.org/forums/f47/project-300-diesel-hp-nearly-done-71347/index6.html#post1024671 With my powerband moved upward a bit, the stock TC stall at 2700-3000rpm actually works...

There is still a turbine in between. I doubt that a small change (decrease) in drive pressure on the turbine, and thus in the exhaust runners, would affect valve temps, let alone increase them..... I think it's also well established that open turbo back exhausts decrease EGTs, both pre and post...

DTC 0238 indicates an overly high voltage from your pressure sensor, the one on the intercooler. As Old Tony explained, your sensor is giving ecu terminal 52 a higher than expected voltage. Do the multimeter test he discribed. This has nothing to do with the MAF/AFM just behind your intake.

Why would the valves get hotter?

200usd will buy you a nice EVO sized IC core on Ebay. Since you're not afraid to DIY, fitting it should not be a terribly big problem. This is mine, core is 22x10x3", 27" end to end. Roughly twice the volume of the stock IC core, 17x7x2.5", IIRC. Edited to add: on a D40 with an FMIC and...

I'd put the money towards a bigger intercooler, that acts as a better heatsink in stop and go traffic....

The turbo is a Garrett GT2056V with a VNT (variable geometry) mechanism on the turbine, and doesn't have a separate waste gate. Therefore, you cannot put a screamer on it.