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Showing content with the highest reputation on 08/21/2018 in all areas

  1. 2 points
    When I put a camera down mine, I noticed lots of bubbles (air in fuel). As my old return line used to exit real close to supply line. Tank was about 1/4 full at the time. When I replaced fuel module, new return line spits into module at a different angle now. Return fuel now "slides" down the module making less of a splash. Also convinced me to fill up quicker, so I'm not sucking up as many bubbles. I know airdog is supposed to remove bubbles, but have no idea how much or how bad they are. Made me feel better anyways. (Can also report harbor freight camera doesn't like diesel)😎
  2. 2 points
    Yes at idle it will be the most fuel being returned to the filler tube, and the return off the head. 5/16" is plenty. Honestly 1/2" hose is more than is needed for the AD 150 GPH pumps, but it doesn't hurt anything. 3/8" hose is more than capable of flowing the required fuel.
  3. 1 point
    Fires have managed to travel from my place to nearly out to New Meadows along the ridge tops. It can be seen running below Pollock mountain tonight on the way home that is roughly 10 miles south of me.
  4. 1 point
    The project I'm working on that might be of interest to this forum is the 1948 Dodge COE with 1996 Cummins 5.9 I've got the structural and body fit problems resolved; current focus is on the harness; I've got a 1998 (12V) complete wiring harness, it appears that the engine harness is a pretty easy adaptation; now considering the harness came out of a traditional Ram 2500 I've had to make provision for re-routing some branches of the harness to provide for the much different layout required for the COE. My intent was to "strip" un-needed wires from the body/interior systems; specifically ABS, Airbag System, Seatbelt electrical components and Instrument components. I intend to use SW gauges which means buying or fabrication of a traditional 12V harness. All sounds easy, I found the removal of the ABS could be done by wire removal up to the Power Distribution System don't really know if I have created problems by this approach since I cannot test the system until more is "hooked up or modified. I'm finding the other sections I want to remove are inner-connected to systems I don't want to remove such as Cruise Control (I'm trying to use the 98 Steering column), Door Locks, etc. Any knowledgable help appreciated. Jim 360-372-2874
  5. 1 point
    Yes the AD will remove any air that it can, but air bubbles will be generated at many points past the AD.
  6. 1 point
    I wouldn't worry. The return from my regulator is only 3/8" and handles way more fuel than the head/injector return with no issue.
  7. 1 point
    Yep Mopar1973man is a real wrench slinger does a dang good job on those VP's, but If I'm any where near the job and a bolts missing, get a flashlight and look down the intake tube. He beatin me to death over that even tho my own truck
  8. 1 point
    Return from where? Your airdog should already have a 1/2" return. The return from the injectors/head won't return enough fuel to warrant a need for a 1/2" line.
  9. 1 point
    I also cannot stand the sound of that female computer voice. If she was my wife I'd move to Borneo to get away from it. Its just awful. Voicemail is so redundant, stupid and yes some folks not only talk too fast but also too lazy to fully pronounce each word without sloshing them all together. My voicemail message says, 'please do not leave a voicemail, but send me a text instead. Thank you.
  10. 1 point
    Mike, Don't think of "total head" as a change in elevation. It is the sum of all of the restrictions that impede flow. It is said and implied like that because that is the actual impact on the system, but the actual elevations don't need to look like that. There is elevation, (and what is fun is the fact that you "lift" the fuel to the pump, suction side restrictions can have a higher impact on system performance than discharge restrictions...) which is the elevation of the supply, elevation of the pump and elevation of the discharge. Now you add the restrictions (pressure drops) of fuel flow in the hose, what the surface roughness of the hose is, the fittings. The elbows in the system, then the biggies, like pressure regulators and filters. (and valves.... valves can be real resource hogs) Here is a representative of pressure loss in hoses. (-6 is 3/8 and -8 is 1/2) That is for straight lines, not bent. Elbows (depending on internal design and radius) can add about 30 times the restriction of 1 foot of pipe/hose. (banjos are usually worse) Here is a generic pressure drop vs flow rate for filters. Viscosity makes a huge difference, but this gives you an idea, the more you try to flow through the filter, the more pressure drop (head) it adds to the system. These charts are for clean filters. Start to imagine what happens as they get dirty. Here is a great graph (sorry it is for Fuel injected gas vehicles,) but look how fast head and flow change positions.... even with a good pump.... Notice flow rate is in litres per hour Which is about .26 gph so the top of the flow is 100 gph. Hope the background gives you some visual of what is going on. HTH Hag
  11. 1 point
    Answering machine at home is off. My voicemail on my cellphone is full. Now my WiFi number is really cool since its setup with Google Voice it sends me an email in text form of the entire phone call plus the phone number. The part I hard is a person calls 10 minutes of blah blah blah... Then at the very end run through there phone number extremely fast. You hear maybe 2 number. Now you got to play that message over and over again. I've wasted an entire hour to crap like that. Why typically I don't worry about voicemail or answering machines if you really want me you call again. My WiFi number is the only one that is really good about making text back with a readable phone number.
  12. 1 point
    I was having the same issue. Once warm it wouldn’t start unless factory lift pump was disconnected. New VP solved that. Now I have a FASS on a relay but no delay and it starts up after one revolution at 15ish psi. I did the same thing wiring the pump up to a switch.
  13. 1 point
    unknown 12 pid 22A051 appears to follow TPS, but 1/2 value. unknown 7 PID 22A004 is baro
  14. 1 point
    OK, sorry, should have said connected on pin3 ECM side.. As Mopar1973Man, brantcummins and Haggar correctly observed. Have some experience with buggered shielding on slightly bigger wiring- mainly power bus on 50kW frequency controllers... do the shielding in an alternative way and you know where the term "sparky" comes from...
  15. 1 point
    If you are running as stock as it sounds, you should have a schrader valve on the input to the VP. You can hook your gauge there. It is best to test your pressure after the filter. Then you know the pressure the VP is getting. Since the VP's electronics are cooled by the fuel and pump is lubricated by the fuel, good pressure is a must. Adding 2 cycle oil to the fuel is good insurance on the lubricity to help extend the life of that new VP. Todays fuel is much drier than the fuel was when these trucks were new.
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