Mopar1973Man

I just pull out the fluke meter now and then and check the voltage and move on...

http://www.scangauge.com/support/x-gauge/xgauges-for-iso-vpw-vehicles/ Mostly what I use is MPG for the today, Instant MPG, IAT, and Coolant Temp this is for the Cummins. Now if I was in the 96 Dodge gasser I would be using the O2 sensor, IGN (Timing), MAP, IAT...

AC noise from the alternator... Just like Computers they can't stand dirty power from a cheap or bad power supply and typically eat the CPU or RAM. So in the same sense if you able to run the VP44 off the batteries only and no alternator you never have failure or least extremely low failure rate. Like my alternator is still in the 0.01-0.02 AC volt range extremely low. So every time the AC cycle work run the polarity backwards (negative wave on a positive line) the current is shoved into the transistors creating even more heat. Any think about it the ECM is on the side of the block in direct contact of the coolant jacket. That is a true computer without ventilation, no heat sink, no coolant, nothing. What kills the ECM more so... AC noise...

ECM controls the oil pressure signal. But as far as I got from ScanGauge II they don't want to bother to aid any one with our trucks because it just too hard to code X-Gauges for non-CANBUS systems.

Original VP44 died at 50k miles. My current VP44 has 183k miles no issues. Summer weather as high as 115*F and winter weather as low as -25*F.

In my case it would be best to ditch the stock fuel filter can to quit absorbing heat from the manifold. Remember there is a coolant passage in the intake for this reason. But since I'm in the northern states and cold winters do happen (-25*F) I'll keep the stock filter can. Again... Think about it. I've got 4 computers and under full load I can see 160-180*F working temp of the CPU. Also remember I don't have air conditioning here in the house so it possible to see 85-87*F inside the house. Just idling around at 10% load I'm still 130-140*F. This computer is over 5 years old and no harm has come from working it for 48 hours straight at 100% load. (Doing web site backups) Even worse take my laptop to work and use it in a shop with room temperature of 105*F and still work the laptop well into the 160-180*F range and no issues. So why would a mere 130*F fuel temp be a panic for the VP44? Also once again how many reported P0168 codes have you seen? (I've only see one!)

Good try... Next time you'll do better.

Welcome to the family...

It true the lag in WTS light is a sign of a failed ECM. What is happening the ECM is having errors or internal issues getting booted up and the first function does typically is check the IAT sensor for manifold temp and then turn on the grid heaters. So since the memory in side the ECM is damaged there is booting errors so the ECM keeps retrying to boot till it make it. This is the lag I speak of. So now what caused this failure? Typically the alternator with a bad diode creating excessive amount of AC noise. So at this point the only way to start is to wait for the WTS light to come on. Then you know the ECM is booted up.

Measure the AC output with the trailer plugged in and see...

I guess it's one to put in the notebook...

I had to go read... http://www.bluechipdiesel.com/vp44diagnostichelp.html

Ok another test run... This is after a run to town and left idling when I returned. Outside Temperature: 98*F Fuel tank Temperature: 85*F AirDog Filter Temperature: 85*F Stock Filter Housing Temperature: 98*F VP44 Inlet: 101*F VP44 Overflow: 130*F VP44 Case: 130*F After 10 minutes of being shut off... VP44 case 130*F. I'll try again tomorrow...

Myself I've been using Mobil products from the the local oil provider. Mobil 15w-40 in the diesel, Mobil 10w-30 in the gasoline stuff. I see things from a different perspective. As long as the oil meets or exceeds the requirement it should really matter on the brand name a whole lot. Like for our diesels they require CI-4 15w-40 for oil. Then today the current oil is CJ-4. Might have to switch up to lighter viscosity for the super cold northern states. So all the battles about synthetics and petroleum, brand names, etc. just doesn't mean a whole lot as long as the grade and viscosity is correct you should have much problems.

That's the first I've heard that...

Alternator...

Well I've gotta work in the morning... Hang in there...

As long as you fuel tank is 1/2 or better it will take quite a long time to heat the fuel. I'm going to do another pass of heat test tomorrow. I had a short day at work being there was a lack of parts so I was sent home early. I wanted to to do a afternoon run at the heat of the day. Morning run was still quite cool out in the morning. So hang in there another go is happening tomorrow.

Here is what I got. Fired up this morning drove 14 miles to work. Parked the truck talked with the Boss man (Lindy) for about 10 minutes grab the IR gun. Measured about 140*F case temp. Fired up the engine in under 60 seconds the case dropped to 75*F or so. The overflow valve took a few seconds longer to drop the temp but it was washing the heat out rapidly. Yes I had the IR gun very close to the fitting and case. Also idle pressure currently is 16.5 PSI. Also the VP44 PSG electronics can with stand a lot of heat in storage (non-running) but if I can flush the heat out in under 60 seconds I'm not worried on bit.

Here is food for thought... How many times have you seen a P0168 code (VP44 Over heat code) on the any of the Dodge Cummins forums? Here is a search for it... https://www.google.com/search?client=ubuntu&channel=fs&q=P0168&ie=utf-8&oe=utf-8

Southbend... Make sure to pay attention to the throw-out bearing fork/lever. It can be reversed and won't work properly. Make sure to add the shim to the ball stud as supplied. On assembly make sure the throw bearing is up in the sleeve of the input shaft.

Took a day off to get my ears lowered and take care of business stuff for the web site here.

Well since the diesel truck is out I might take it to work tomorrow and do some sampling of numbers for the site.

9mm Star (on hip) and a prayer book (in center console). Close enough.

Edge Juice or Quadzilla adrenaline can measure fuel temps. As for measuring inlet and outlet temps I don't have any means too. Now I bet if someone really wanted to they could contact Eric @ Vulcan Performance and find some plumbing pieces for sensors to be places in the inlet and outlet of the VP44. On second thought I do have access to a infrared temp gun...