Mopar1973Man

First you would have to balance the budget like all of have to do with our personal lives and then you would see the clock slow down or even stop for a bit.

Here is more information on the CCD Network. http://articles.mopar1973man.com/general-cummins/34-engine-system/81-ccd-data-bus You should get 2.49 and 2.51 volts at the OBDII when the bus is functional.

Check the CCD BUS voltage. It should be 2.49 and 2.51 at the OBDII port. http://articles.mopar1973man.com/general-cummins/34-engine-system/81-ccd-data-bus

You got to check this out...

I'm not worried here. Diesel is kept on a leash when ever he's outside.

I question is why would the VP44 of lost prime if you remove the ECM? I the fuel system wasn't mess with like VP44 replacement or injectors there should be any reason to reprime? :shrug:Should be unplug one ECM and plug in the new ECM and start.

Hmmm... 90% of the time its a speed sensor issue I would go around and double check all the speed sensors for good connections.

Like Flagmanruss is saying.Say that the battery on the driver side is staying excessive cold then battery temp sensors reports back to the PCM cold battery and increases charging voltage. Then the other battery which is most likely boiling and hot is on the passenger side. Because a hot battery would cause the charge voltage to fall and be lower.

It always helps to remove the electronics from the engine first before changing sensors. All so often I find Edge modules throwing weird code but with the module gone the problems are gone.You might talk to Ed Grafton (Yankneck696) about your Quadzilla he might be able to fix it for you.

I gather its a electric gauge if so the sender failed you while ago. Neither are normal. I would verify with a mechanical gauge. Electrical gauge are prone to failure without the owner knowing as the sender takes on water hammer pulses it starts to either drift higher or lower in pressure or stick. Even my truck I see 1-2 PSI drop from idle to WOT and also see pressure changes with fuel temperature colder is lower and hotter is higher.

Dribbling line is not pumping. When a VP44 is actually pumping it will create at least 4,500 PSI at idle so dribbling doesn't count. As for the P1689... http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/228-p1689-no-communication-between-ecm-and-vp44 [h=2]Possible Causes[/h] [*] Wiring & Connectors [*] Fuel Injection Pump Relay Output Circuit Open [*] Ground Circuit Open Or High Resistance [*] Datalink (+) Circuit Open [*] Datalink (+) Circuit Shorted To Ground [*] Datalink (-) Open [*] Datalink (-) Shorted To Ground [*] ECM Might still have a bad ECM and have to call warranty on it.

I would just have the injector pulled and tested. Then you'll know exactly where you stand with the injectors. If one is bad you might well replace the other 5 injectors.

If a pump has signs of being opened the pump core is denied. So if you send me a pump you not going to be able to use for a core.

I've heard rumors that a 12V tappet cover fits on a 24V engine and you could do that and plug the front cover then.

Hot battery is a sign of a internal short and the battery should be replaced. To verify disconnect both battery in the evening and leave stand over night and measure both batteries in the morning the hot battery will most likely be near dead.

Absolutely correct!

The problem with yours is be careful of the angle issues. http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/29-tsb-technical-service-bulletins/44-tsb-09-002-02-oil-overflow-from-the-front-crankcase-breather If you happen to be on downgrade and panic stop it will flood out your catch can and spill huge amount of oil. I've seen losses of up to 1 gallon before I made my version. Just from traveling down hill with a load of firewood and avoid hitting a deer or other vehicle stomp on the brakes and just make a huge mess of the front of the truck as the oil rushes forward and drain out the vent. But like said above each their own...

Here is the guts of a VP44. http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/25-fuel-system/437-bosch-vp44-injection-pump-exploded-view

I mounted mine rear of the transfer case to keep the filters guarded from debris and also block as much cold wind from blowing across the filter. I typically see -20*F to -30*F for cold temps here in Idaho. Then I kept my stock filter housing for the added heat. Even through the heater is after the AirDog the fuel returned to the fuel tank is heated from the block and fuel heater some more so the returned fuel will warm the tank up. No there is no problems with plumbing a 150 GPH pump through the stock filter I only see 1-2 PSI drop from idle to WOT.

I'm going to get him to rule out the injectors next before pulling the engine open. Bearing/rod doesn't create white smoke issues from the exhaust. That's what got me stumped is the smoke is combined with the knock.

I heard of this before. There is a few ECM from 98.5 to 99 that are not Smarty capable and tend to take on flash damage. Your delay to the WAIT TO START is because of the ECM is not booting up in a timely matter so the ECM software isn't functional till the WAIT TO START even gets lit up. The only way to fix it is to replace the ECM. If the WAIT TO START light was blown or damaged there would be a P0381 code.

Roughly 400-450 PSI across the board. Pepsi has been trying to pin down a smoke and knock problem.

I think the tool..

Another one to talk to is Dave Goerends... http://www.goerend.com/