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Electric Vacuum Pump Conversion: I have deleted my OEM vacuum and power steering pump(s). Instead, I have modified it by replacing it with a midrange setup for steering assist; however, I still need vacuum in order to activate the HVAC controls and to activate my exhaust brake. Although the OEM factory pump never gave me any issues and supplied all the vacuum I needed to work, such as the HVAC and the exhaust brake, the OEM Power Steering did. I have replaced the OEM Power Steering Pump multiple times. In all cases, the pump would not maintain enough pressure and turning the wheels at a stop during idle was almost impossible. Compound that with the inevitable oil leak between both pumps, I figured there was a better system. So, this is where the "midrange" setup comes into play. The 24V ISB was used in multiple applications (not just Dodge). Even though they were not used in another pickup, they were used in midrange sized trucks like Freightliner FL60 &FL80, Ford 650 & 750, Kenworth 370, motor homes, bread trucks, etc, etc. It was the engine of its era. Trucks with vacuum controlled cruise should work also. This particular modification applies to my setup only; (the midrange setup for steering assist). My cruise is ECM controlled. I have the non CAD front axle, so my vacuum demand is limited. On SD applications, they use it to lock the front hubs and HVAC on their trucks. So I feel it should work on any of our vehicles. I used the same pump from the SuperDuty and 3rd Gen RAMS (same pump). I picked it up from Rock Auto along with a Mating Connector. I drilled 3 holes and mounted it on the fuse box cover, in an easy to service spot. For plumbing, it goes to a control manifold for the EB, and tees off into the OEM vacuum line on the firewall. I do not use a reservoir like FORD uses, but you could run one if you desire it. For power, it gets fused voltage from the PDC power stud, which is also the relay supply power (pin 30). The relay trigger is controlled by a fuse tap in one of the PDC fuses, that is hot only when the key is on, so it does not run all the time. The pump has an internal governor, so when it reaches its vacuum threshhold, it shuts off. If it is always running, you most likely have a leak that you need to repair first.

This is a tech article regarding those who (like me) think the oem spot for the apps is not ideal. Exposed to outside elements, heat, vibration and potential corrosion, moving it inside was most practical. Non Dodge/ midrange applications of Cummins 5.9 24V ISB’s all have their TPS/APPS inside the cab, mounted on the pedal assembly. So nothing is changing on the apps operation, just moving it. This mod does not works on trucks that are auto/use vacuum for cruise. The auto trans kickdown cable is attached to the bellcrank assembly. As with the vacuum solenoid setup too so if you can live without them then it will work. Parts needed: 699-5101 pedal assembly (2x) 6 pin Duetsch connectors kits Zip ties Grommet 6’ of 6 wire harness Tools needed: Duetsch connector terminal pliers Wire strippers Making the mount will be up to you. I can show you pictures on how I made mine but it’s just a one off. Either way you need to mount it inside. First, disconnect the 6 pin Duetsch connector from the apps, remove the bellcrank assembly from the cylinder head. Cut off the cable and discard. The oem pedal assembly will need to be removed and the oem mount has a pivot pin on the bottom that’ll twist out with some channel lock pliers. Once you mount your new pedal to the mount and it’s installed all that is needed is how to control via ecm. So a 6 wire jumper harness is needed. I would HIGHLY recommend removing and tossing the apps that comes supplied with the new pedal and install your current one in its place. I can’t guarantee its quality. If you need an apps, a Williams Control 131973 or 133284 will work perfectly (Timbo is just a repackaged WC). Available from any oem truck dealer (I.e. Kenworth or Freightliner). On your engine side of your harness you need to make a 6 pin male Duetsch connector. Ensure you new connector kits have the locks in them, some kits do not come with them for some reason. YouTube or Google can provide a video on how to use Duetsch connector pliers, they’re super easy to use. Using the hole in firewall that the original pull cable went through install a grommet to prevent rubbing and feed your harness through. If you prefer to drill a hole the same size of the connector body you’ll need a 7/8” drill bit. **It’s easier to make the harness, THEN crimp the new terminals on after feeding it through the oem firewall hole for a cleaner look.** Cut your 6 wire harness to length and crimp on the terminals, install the connector body and plug it in. Theoretically the engine doesn’t know where the apps is so it will work. Make sure you mate up each wire in its proper spot on each connector, if you mess them up a CEL will come on/non functionality of the apps. Secure the harness to various points with zip ties so it’s rigid. This provides a clean look and more room in the engine compartment for future servicing. Start the engine and test. Throttle response should be crisp since there is no cable anymore that has slack as it wore.

After 18 years of interesting CTD enthusiasts and transmission specialty outlets all contributing their method, or fix, to the well known TC lock unlock syndrome, I can no longer remain silent. Extensive review of many posts regarding TC lock unlock, the rerouting methodes, the add on filters for APPS and last, but not least,...the "tin-foil hat" brigade. I do realize that each individual or company that contributed to the vast amount of information on the web had good intentions and I must acknowledge that some of the procedures caused me to closely examine what these people were trying to do. I believe it is well known that even a blind mouse occasionally finds a morsel of cheese. Again, as it is well known @Mopar1973Man was the only entity who positively identified the instigating source of this key issue. My entry today is not about alternators...it is about what Daimler/Chrysler did in regard to production of these Cummins powered platforms and the complete disregard of common sense Electronic Engineering. Please note, this applies to automatic and manual transmissions as each platform is plagued in the same manor with different quirks. This Blk/Tan #8 gage wire is quite critical in the scheme of things. It is contained within a 1" plastic conduit passing along the front of the engine. It contains water temp sensor leads, air conditioning leads, alternator/PCM leads and the #6 gage alternator charge line to the PDC. This #8 gage Blk/Tan passes over the top/backend of the alternator and is "eventually" connected to the Auxiliary Battery (passenger side) negative terminal. This snapshot of the Factory Service manual documents "four critical ground leads" that are "spliced" in an unconventional method. This photo depicts the three #18 gage wires and the single #14 gage wire entering the shrink-tubing where the "crush-splice" occurs. This bundle exits the large plastic conduit below the VP44 This again is a most disturbing depiction of the Daimler/Chrysler method of splicing critical ground leads and then routing this across the top of the alternator and "eventually" bringing this to ground reference. This photo depicts where this #8 gage Blk/Tan first connects on the way to "eventual" ground...yes this is the Auxiliary Battery tray connector. Please note: it is spliced again and joins the PCM circuit board grounds...which are critical in their own nature...and "eventually" terminate at the negative post of the Auxiliary Battery's negative terminal. This photo is very interesting, it is the Factory Service manual and the assembly line documentation follows this as a road map in the matrix during production. Please NOTE the title "NAME" to each battery...I looked at this for a considerable amount of time before I realized the assembly line coordinators tried to work with the documentation from the Engineering Staff to "make it as it looks"...Could this single oversight be the reason of a four foot ten inch critical ground wire combination traveling the distance to "EVENTUALLY" terminate at ground? From a basic engineering standpoint regarding ground...you "NEVER CHOOSE THE PATH OF EVENTUAL GROUND" !!! It is to be the shortest and most concise connection in reference to ground...this is biblical in ALL ELECTRONICS...including pickup trucks. ! Here is the Factory Service manual documenting the PCM circuit board reference ground starting as a pair of #14 gage wires being spliced into a #10 gage bundle and arriving at the Auxiliary Battery through another connector that joins a #8 gage wire that is "splice-joined" under plastic conduit in a Y configuration joining the rouge #8 gage "after passing over the alternator" traversing the entire engine compartment from the driver side of the vehicle. Seriously I have been drinking excessively, most recently, due to the nature of this blatant discovery. This is the hidden Y splice at the Auxiliary Battery where the "mess" EVENTUALLY terminates for ground reference. This photo shows the correct "HOLE" of where to apply ground for the VP44, ECM and the PDC...note the logical location It took a little research to find the size and proper thread-pitch. Metric M5 with a 5/16" hex head is perfect This is where you apply a fresh "quality" #6 gage ground and terminate this at the Main Battery negative post on the drivers side for absolute ground reference for the VP44 and ECM This is a very short and concise reference to ground. This is the corrected procedure for a rather critical ground. The two largest wires originally contained within the 1 inch conduit are no longer present and located well away from the alternator. My alternator B+ "charge" line is now a #4 gage line directly connected to the Auxiliary Battery and when my new battery terminals arrive and they are secured, I'll provide photos of a completed Master Power Supply System within this engine bay. With these corrections, I would hypothesize that a poor ripple specification on a given alternator would be overcome by the immense capacitance of the parallel batteries and would become less prone to causing the dreaded TC lock/unlock for automatics and cruise-control abnormalities for the manual transmission platforms. The #8 gage Blk/Tan passing over the alternator as an "EVENTUAL" ground is gone...the PCM, ECM, VP44 and the PDC are now grounded in accordance of standard Electronic Engineering practices. Respectfully W-T