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That is going to be one of the coolest trucks in history. I took notice of the 11 YEARS this thread has been going on regarding your custom build Cummins truck. I'm sitting here waiting for another bag of popcorn to watch this come together.

One step closer to color

Titanium's story continues in public. I've got followers all over the place. At Starbucks coffee in McCall, the two gals who work there started to ask questions about my appearance with my colored wigs and makeup. When I was done explaining the story of my cancer, they both were impressed with my ideas of heading towards a Goth/Emo/Alt appearance. While I was still in the Albertson store, which has Save-On Drugs and the Starbucks coffee, two kids stopped me to tell me they loved my hair color. Compliments from other people are truly amazing. Today, I had to run into town to handle some banking for us. I ran into an old client I had worked with on his Toyota, and he gave great comments about me wearing my Victorian Tail Coat and basic black makeup. He told me to stay in touch and stop by once in a while. Then I stopped by the Riggins One Stop fuel station. I needed to drain the ostomy bag. While I was there, I said hi to the staff, and one gentleman who lives in the RV park out back gave me wonderful comments about my appearance. After he understood the story of my cancer, he fully supported my dress code and makeup artistry. He's now a follower on TikTok. No, my other passion for makeup artistry will never stop at this point. Even my wife loves the aspect that I'm doing makeup and getting rather good at it. As for all my abilities, like Computer repair and Network Administrator, Diesel Mechanic, and now cosplay and makeup artistry. I've made the choice that I'm just roll along and enjoy life to the best of my abilities. This means slowly start building articles as a diesel mechanic, but it will be rare to find photos now of me without a wig or makeup. Nearly 3 years of doing makeup artistry.

Finally, I'm getting back to doing things with the trucks. Beast has been rolling on a blown radiator for 2 years with a 200℉ with zero pressure. Yeah, I bought time (too much) and just clipped off the vacuum breaker part of the radiator cap. Now I'm getting the radiator installed in Beast and have a 16 PSI pressure once again. First off I gotta show off my mini shop for now so I can keep our vehicles in working order. It's tiny but its dry space somewhat. We are still sorting out stuff and getting @Tweety Bird moved into the house. The garage here in the main house is small. Let's get that coolant drained. Opps! this a screw plug type of drain. Unscrew the drain and then still your hand in front of the stream and deflect the flow into the 5-gallon bucket. Yup, a mess. Typical removal, nothing out of the ordinary. The new radiator is fully assembled and ready to drop into the truck. I got the new radiator all installed and pulled the 200℉ thermostat and saw the inside of the block at 501k miles. Well water and coolant is doing awesome, barely any surface rust on the cast block. Just a tip to all of you that do a radiator drain and flush, just make sure to pull the thermostat and replace it while you're there. The refill can be done with the thermostat out, so the block can burp air out quickly. Nice green hue with a 50/50 mixture of coolant. Now drop in the thermostat and run the three 8mm bolts back in snug.

cab primed!

Hurry but don't hurry... You are killing me with this project build. I wanna see the color and final on the interior. That should be a high class truck.

Try find one that shows the voltage of the PSG. I'm not sure but some of those seem like they would be simple logic answers being true/false or 1/0 responses.

Here are the data logging options for the VP44 on my AutoEnginuity program. Here are more:

Cummins Insite tool? Dodge DRBIII tool? Dodge StarScan? Only thing I think will have VP44 data regarding power at the PSG.

No apologies needed. I appreciate your help. It's not urgent, as this is not a truck I rely upon now.

The concern is with his varying battery voltage at the injection pump (not the ECM), which has been demonstrated in his graph. The graph below his first graph. His most recent graph has improved, but is still unstable. Do you have the capability to produce a graph on your truck to show what battery voltage should like at the injection pump? John

Quadzilla can read the ECM voltage.

I apologize for not getting back to you yesterday. I had some emergency roof repairs to do as a result of an overnight wind storm. I did try my scanner late in the day, but apparently my scanner is not capable of reading battery voltage at the fuel injection pump. @Mopar1973Man , can you perform this test on your truck? John

"FUEL tank" progress and stuff in a booth!

I think the wires that you are referring to are for the fuel heater and water-in-fuel sensor. You may set a code if they are disconnected, but I don't think it will affect driveability. I think you are on track with verifying good electrical connections between the battery, the ECM, and the PSG on the VP44. "Volt Drop" + "Injection Pump Battery Voltage" seems to equal 14.00 volts, give or take a couple of hundredths on your graph of over 800 reading covering a 10 minute span. On some readings where the voltage is low (10.9 for example) adding the "Volt Drop" doesn't bring it to the 14.00 volt value. This could be because there is a split second recording delay from one reading to the other. I have a scanner, but I don't know if it will display voltage at the injection pump. I will give it a test tomorrow. John

Looks like I'm out of luck for now getting a comparison VP44 log. Then I need to do more focused troubleshooting on the electronics between battery and IP. To get better access, I'd like to remove the original fuel filter housing. The PO bypassed it using the FASS, but left it mounted so that the wiring plugs could still be plugged in. Any problem running with these plugs dangling?

The 12 valve engine ('94-'98) uses a P7100 injection pump - no electronics. The Gen3 engine (starting in '03) uses a common rail fuel injection system. The only comparison engine that would work for you to test would be in a VP44 truck ('98.5-'02). If a single cylinder is misfiring, it would feel similar to a gasoline spark ignition six cylinder engine misfiring on a single cylinder - such as a spark plug misfiring. The misfire in your engine would feel stronger as more engine throttle and load were applied, whether or not it is a random cylinder or all cylinders. I suspect that it is all cylinders if it very jerky under power. The fuel solenoid inside a VP44 injection pump fires every cylinder, so if its electrical power source is temporarily interrupted, all cylinders will be affected until electrical power is restored. John

I have a good mechanic friend who has a 12V 5.9 - so close, yet so far.... I do have a co-worker with a Gen3 which should be the same IIRC. He'd probably be willing to let me plug in and take a similar log. Thanks for the suggestion. That 1st friend is a pro, so has the good equipment. I'm close to asking him to plug his in and see if the results are the same. My $400 setup may be lacking being consumer grade. The bottom horizontal scale is the number of lines done during the log. Looking at the CSV file (attached)ueoa, a read is done every 180 milliseconds, and with 4 datapoints captured, each line is ~750 milliseconds. When it cuts out, it feels stronger than just one misfiring cylinder. It's a pretty decent stumble, but this is my 1st Cummins (or large diesel even), so I'm not sure what a single cylinder misfire feels like compared to all dropping out. I'd guess more the latter. When I'm driving normally and it stumbles, I ease off to try to get it to stop immediately. Last night, I was powering through them for logging purposes hoping to make a dramatic chart and was a little surprised that it didn't really bog down on me, but rather climbed through them. Dodge-Cummins-2000-December 04 2025.csv

I have never done the type of testing that you are doing, so I don't any experience here. But, it would be good to see the same tests performed on a good running VP44 truck and compare the results. Is that possible for you to do? Is the bottom horizontal scale "time in milliseconds"? When the engine cuts out, does it feel like is a random cylinder misfiring, or does it feel like all injectors quit firing briefly? John

Here is a log I ran tonight. I had several accelerations where it cut out, some multiple times. Every significant acceleration had cutouts. Some patterns here, but not 100% consistency. Battery voltage @ pump has improved, but still has drops; they don't match up with the cutouts though.

APPS (accelerator pedal position sensor) on the Cummins. When the APPS becomes output signal becomes intermittent as it ages, a specific code is usually set and the engine typically goes right to idle - referred to as "dead pedal". The dead pedal lasts for about 10 seconds or so, then goes back to normal until the next event. The photo below is from one of your earlier posts. I would be specifically concerned with re-checking the voltage to the injection pump. Voltage falling down to 9.5 volts could easily cause intermittent operation of the fuel solenoid valve in the injection pump resulting in random injection events not happening. This does match your symptoms. John John