Mopar1973Man

You can put it in the 123 side or just move all the way up against turbo on the 456 port. If its truly welded up properly that should all be one piece of metal once again so it should be good to drill and tap again. Another idea is to just replace the manifold but they are not cheap.

Last Batch...

More...

More...

More...

Well MoparMom and Myself had go out of the house for day trip to Burgdorf and Secesh Meadows, ID. Here is a pile of pictures from our trip.

Now that where you got to study up on diodes and the alternator brushes and see what the impact could be. So far my truck under a cold start <60*F with grid heater might have a slight surge to .6 but its so fast of change my fluke meter has a hard time catching it. A analog meter would most likely show it better but finding a multi-frequency analog meter is tough.

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.