Mopar1973Man

I've straight piped my stock pipe and pull my ring for while. Then put it back in. Then I destroyed my turbo with that hose clamp and had it rebuilt. Then stuck the ring back in the turbo bark blew it out and I caught it time before damage was caused. I've left the ring out since then.

That is something that frustrates me about modules. I which they would explain there timing curve a bit more. Smarty seems to have setting that aren't explained very well. Kind of like the duration setting. Even Edge Products are just as bad.

Good to see you back around... Is it the 5th gear nut that failed in the trans?

Like again I made my way home from the Fire Chief house tonight and I know the highway speed limit is 65 MPH but I continue to drive 55 all the way home. I had a guy tailgating me on the way home and I pulled off on Rainbow bend road to loop back up on the highway. I'm glad I did because I had two deer jump out ahead of me. I had plenty of time to slow down and give them time to clear the highway. But I had that tailgater I might of been home lot later...

That's a big problem with laptops. Laptops are very limited for ventilation so after while the vent plug up with dust and lint and BOOM! The whole laptop is fried from overheat. What is funny all computer today have heat management of some sort. Linux can monitor with a Conky panel and you able to watch CPU and Hard Drive temps and keep things from over heating. I know Windows can too but even back in the day the programs seem to be limited for what they can see and what hardware. Something to think about.

Either way all modules add timing of some sort. But where and when the timing is added is the problem. Edge Comp seems to add the timing down low RPM's. But not a 100% certain either.

Here is my beast that I've been using I love this laptop and it works very well with Linux. Only paid about $420 for it in Ontario, OR - Staples... satellite_L875D-S7232.pdf

Check this out. Source Article... http://www.rumormillnews.com/cgi-bin/forum.cgi?read=303675 https://www.youtube.com/watch?v=3XqZoaWKv2k Personal note: My hats off to the lady for holding here ground and not speeding up just to satisfy other jerks on the road.

Glamping... I had to go look it up... Ugh!

But cycling isn't normal. By Sanden Compressor manual the compressor should remain locked for optimal performance and never cycle more than 3 times a minute. If cycling more than that compressor clutch damage will occur. So its best to keep it locked up so that means charging the system properly with freon too.

More than likely not. Being most all parts in the pump are harden steel there isn't a whole lot a person could do. Maybe clean it up a bit with sandpaper. But more than likely if you did the tolerance would be all goofy. This why most are just better off replacing the pump as a whole. But as for why I tore this one down is to bring information and understanding of what is inside the pump and possible reasons to why they fail so we can correct things to get better life from your pump.

That photo is without the compressor running and equalized. I need to see with the compressor running. If it dropping the low side below 30 PSI its cutting out the compressor till the low side pressure returns.

I think a person could get a seal kit and reseal a pump but as for rebuilding it and getting it right and calibrated with new parts I don't think it could be done properly. Not saying it not capable of being done but optimal pumping wouldn't be there. @ Katoom There is that broken disc again. But it would surprise you how many "Injection shops" still tell customer their VP44 failed from a torn diaphragm. I still get phone calls today about this diaphragm failure.

THat's why I asked for the pump so I could tear it apart and look and see what all the talk of this diaphragm. To this day I don't see this rubber disc anywhere. So far I part with the parts a bit and found most all parts (moving) are harden steel. I'm still digging all over the internet looking for a seal kit that includes the "diaphragm"...

From what I can figure out is temperature of the fuel will effect timing of the VP44 so the colder the fuel the more advanced the timing. This allows more time for the VP44 to inject the fuel, convert from liquid to vapor then to ignite. Where hotter fuel would ignite easy and would require less timing. Then of the fuel got excessively hot then defuel the VP44 to attempt to protect it from damage. But you would be shocked at the temperature it has to get to to trip a code of VP44 over temp.

No. The fuel heater is self contained thermostatic switch inside the fuel heater itself. There is no ECM control of the fuel heater.

Update! Just look over on the Download section.

Grabbing a copy myself to add back to the forum download area. This will insure everyone gets a shot at them. Done. I'll get them processed and added to the site ASAP.

Not sure. Find out more later when I get to work on it. Gotta work on the Chief's rig, then the new fire truck, and also got a Firemen's Dinner coming up. Lot's happening.

The black sensor on the end of the ribbon is a tone wheel pickup and fuel temp sensor.

2009 Dodge 6.7L 2500 - 6 Speed Trans - Never exceeded 65 MPH even on the interstate empty but coming back lot of times the load of the trailer was enough to flat drag him down to 30 MPH on 7% grade. Deleted DPF, Delete EGR, Deleted EGR Cooler and Edge Juice CS. Every thing else is stock. Roughly 61k miles on the clock. I need to get back up to his place soon to get work done anyways.

My 2002 has power... 6.7L 14.1 MPG down and 11.2 MPG back.

Me is using Quadzilla module to read it I'm using a ScanGauge II live data tool. It's a amazing what you can learn about efficiency when you study all the sensors and what is going on.

Hey Dorkweed could you tell me how they affect your over all MPG number being you've been tracking all along. I'm really curious of the out come. Remember to GPS your odometer now.

I'm sorry... I sucks to see people fighting with pumps like this. But hopefully Ed and Charlie (Pureflow) get things back on track.