Mopar1973Man

The load of watts will remain the same but as you choke the cable size down the voltage drop occurs like joecool mentions then the amps must go up. Hence the heat. I know these are just calculated values but it shows how everything has to remain balanced. So if you cut volts then amps must rise to meet the watt load. Always best to have overly large cables and cut the loss. 12.6 Volts x 700 Amp = 8,820 Watts = 10.5 Volts x 840 Amp

Hmmm... You could drive another 12 hours and see me...

More I keep studying the EGT's are a sign of lost efficiency. Brake drag, transmission loss, oversized tires, excessive speed, etc. Even towing the RV 750-800*F at 55 MPH and keeping below 1,200*F on 7% grades. Like I said it not the turbo but the drag. Why is it I can do so well with 3" exhaust, +50HP injectors, no cold air intake, etc... Keep you thinking...

Sorry but no... The mighty Cummins can draw upwards of 700-800 Amp in the dead of winter where a mere 100-200 amp on a gasoline engine. Huge difference. If you did cheat the system and use gasoline cables you would find your cables most likely get hot and melting away from the huge current draw in the winter time. I would suggest welding cable and solder on copper ring terminals then using top post with marine studs. Much easier to maintain.

Think again. If I ever meet you you'll wonder about that statement.

Disconnect the batteries. Remove the starter. Unplug the crank sensor. Remove the one bolt holding the sensor. Remove sensor. Clean and lube the sensor hole. Install new sensor. Install starter. Hook up batteries. Relearn your APPS sensor. Still I would check error codes first before doing all this to find out the sensor is not the cause.

Just pressurize and listen you can miss a leaking air system boots or other wise.

Man I wish I would of known of this stuff back with my 1972 Dodge Power Wagon.

http://tax.idaho.gov/i-1119.cfm Now at half your tax rate but still more expensive think again... The lowest I see fuel on my trip was 3.849 and highest was 4.129 even back home in Riggins, ID was only 3.969...

Might be a good time to just pull it off the truck inspect it properly and then you could dip the tensioner into a small container of diesel fuel or waste engine oil to lube it up and see if that stops that problem.

Secret... I used Zep Orange Degreaser on my silcone boots and the degreaser made the boots ultra slick and only lasts till the degreaser dries. Once dry those boots won't move a bit. I fight to pull them loose later one.

I would pull the regulator out and inspect the regulator for wore parts and/or damaged springs. Don't forget the seats of the regulator...

Air leaks are tough to find sometimes. Like crossover tube o-rings, maybe a mis-seated injector, bad lift pump suction line allowing the low pressure system to drain back. I typically suggest driving the truck to fill the fuel system with fuel and get all the air out. Then pressure the fuel tank with about 1-2 PSI at the filler neck. Have a friend crawl around under the truck looking for wet fittings or dripping fuel.

Since the P1689 code is present I would lean on that for the reason for the stalling right now. If communication with the VP44 fails then it most likely stalls out. On of the reasons for P1689 code is a fuel pump relay issue in the PDC. Don't confuse this with the AirDog relay or think this relay in the PDC is for the lift pump. It controls the VP44 power supply. So start easy. also the ground for PCM, ECM, and VP44 are all on the battery cable none of them go to body grounds. Most of the body grounds are lighting and aux stuff...

How about error codes? Get a code reader and check for error codes even though there is no MIL light doesn't mean there isn't any error codes.

I'm going to bet either a boost boot or a intake manifold gasket is blown. I've heard that kind of whistle before. Time to build a test cap for the turbo and check for boost leaks.

Yea... Max boost should be about 35 PSI without any issues. so check your max boost again. As for the Edge Comp you might have to turn down to a lower setting like 5x3 to control smoke. But try other sublevels like 3 and 4 and see what works better for you for controlling smoke.

Absolutely... 2k will put you close to optimal torque curve for climbing. This doesn't mean leave it in OD and keep accelerating to 2K of RPM's. You might have to drop down a gear to direct 1:1 ratio (3rd in Auto, 4th in NV4500 or 5th in NV5600) and get the RPM's up and let the Cummins work a milder speed and pulling at optimal torque.

I lost a manifold bolt. Hit the hood and whistled like mad. Found the bolt laying in the injection lines but just a simple bolt hole drop me from max boost of 35 PSI to only 8 PSI and EGT's the spiked out rather hurry while climbing a mild grade (about 6%).

+50HP injectors and HX35W turbo without a issue of EGT's or other wise. Good quick spool up and good power. EGT's are more of a sign of drag and other issues rarely does extra boost fix higher EGT's. but it depends on the issues behind the high EGT's. Like my trip up to Sandpoint to see Hex0rz I typically ran about 550*F on flat ground and no more than 800*F climbing a 7% grade rarely ever got over 10 PSI of boost the entire trip. My Edge Comp is set for 5x3 and ran good nearly smoke free. Just food for thought.

The reason I would know about the oil issues is I've got the same problem on mine. I'm slightly over on the oil so it pumps for about 1-2 second and grunts then its gone. But to watch the gauges the pressure spikes out for a short time as the oil is pumped. But I knowingly added a 8 oz bottle to the compressor knowing I was going to spill some of the oil trying to get most of it in the tiny hole with a tiny funnel. Then I changed my accumulator/drier and orifice tube and assumed the little oil in the rest of the system would be minimal. Nope. Just a tad over done on the oil. But my OE compressor only had barely 1 oz of oil in the sump and it holds 7.1 ozs.

I've not seen a oil filter wrench in a very long time. The only time I go digging to find mine is when some nimrod has crank the filter on way tighter than its required. I just wrap my big ol' monkey paw around that filter and twist it off. 180* to 270* turn from seated is all you need to tighten the filter.

That is true most today's diesel even light footing barely do in the teens. Rarely cross the 20 MPG mark. This is one reason why I will not touch today's diesel truck and the second reason is the common rail factor which not makes all fuel system part majorly expensive. I would consider going older but never newer. Got to look at from history stand point. I grew up around muscle cars and rod hot times. 1960's and 1970's cars were powerful and without limits for the most part then EPA and the oil embargo occurred so then the whole muscle car age died. Well here we are again but with diesel truck and now hit the high point at 2002 with mild EPA (smog controls) to down hill to current times with EGR, EGR coolers, DPF, DEF, and other thing to degrade diesel performance and efficiency. Just like in the late 70's people were chopping out catalytic converters and doing mods to over come smog devices... No different now. So like myself I held on to my 1973 Dodge Charger SE forever before jumping to the 2002 Dodge Ram. So now I'll hang on to the old Cummins forever till the next thing comes.

Hey Hex we're back home now... Safe and sound... Bit more to add. https://goo.gl/maps/u3lCR Ok so I loaded up with fuel in Riggins, ID and drove all the way there and used barely 3/8 of tank. Then load up in Coeur d' Alene and drove home and barely used 1/4 of a tank to get home. Not bad. As for meeting Hex0rz and family is was interesting to say the least. Lot of things in common believe it our not. I got to see his huge RV he got. Wow! Makes my RV look like a compact car. As for comparing notes on the truck we started to but never really got back to the trucks very much. Watched Hex0rz tend to his bee hives on his property that was really cool to see up close how bees are handled and such. His in-law family is wonderful and so is his wife. Great people! Now it your turn to come down this way...

I ran away before you taken all my brains. Seriously we had a good time talking with you and just hanging out. Next time its your turn to come south.