Mopar1973Man

It's the A hole that gets ruined with time and debris that causes most Common Rail Fuel System Failures. When the injector is stuck open because the A hole can't be closed then thee injector continues to fire diesel fuel through the entire 4 cycles of the piston which typically wipes out the rings and or pistons. The average cost of injectors is about 2 to 3 time more than a VP44 cost today.Here is RockAuto.Com for one 6.7L injector for 2007 Dodge Ram ($6,180 for all 6 injectors)

Here is food for thought... Bosch VP44 injection pump requirements http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/25-fuel-system/415-bosch-vp44-injection-pump-requirements P1689 http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/228-p1689-no-communication-between-ecm-and-vp44

That's about it. There brush plate sits down inside the starter motor housing there is a stamped dent in the side of the motor case that should look like a index pin for the plate to index to a single square notch. The only thing I can say is take it apart again and look at the plate I know there is a index notch for the plate to sit in.

Tend to agree... http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/24-air-system/41-bhaf-big-honkin-air-filter

There is a single index pin (dent) in the case for the brush plate to index from. Should be a single square notch on the plate that index to that pin (dent) in the case.

Soldering heavy gauge wires requires at least 100w or bigger soldering iron to do that if its a cheap 15-35w it will never provide enough heat to solder the leads. As for the slow cranking did you index the brushes correctly in the housing? If they are not index it will create its own issues. Also if the bushes are not making contact properly it will pulling double the amp on 2 brushes compared to half as much on 4 brushes. It only take 1 brush to fail to make 2 dead.

Problem is 3rd Gen cost more when they fail (injectors) vs. VP44's on the 24V engines. The life span of 3rd gen is about half of a 24V. So you would be better off putting money into the 24V with some gauges.

Just use a ScanGauge II they can be calibrated for any fuel system with any mods and show close to perfect MPG numbers. :whistle:Math formula for instant MPG's...Forumla: Speed (MPH) / Flow (GPH) = MPG

98.5 to 02 24V life span is 1/2 million to 1 million miles.03 to current common rail life span is 200K to maybe pushing hard 500K.I've been asking around on the common rail and most fail because of the injectors. Either with washed out rings or burnt pistons take your pick. The only thing that typically fail on a 24V is the VP44.

Crank sensors are fairly common to fail so I would start there. Typically the P1690 will go away with the fresh sensor too.

Here is my truck but its a NV4500 trans and running 5th Gear (0.75 Ratio) with rear end of 3.55.

Yea... Time to pressurize the system and use soap solution and spray down all the air system looking for leaks. It could be really simple as a boot with a small hole, intake bolt blown out, intake gasket blown, etc. Typically easy fixes but would explain the higher temps and more black smoke.

Might be worth it to get a lightning surge suspressor for your house. Mine came part of my inverter kit and it just wires in on a breaker in the breaker panel and can sit in the bottom of the panel. https://www.google.com/shopping/product/12153326702196543972?q=Lightning+Arrestor&client=ubuntu&hs=XxR&channel=fs&bav=on.2,or.r_cp.r_qf.&bvm=bv.49784469,d.cGE,pv.xjs.s.en_US.MpiVkF51mpA.O&biw=1680&bih=865&tch=1&ech=1ψ=qN3zUcq2GeGRiAKDlYCoDw.1374936489484.3&sa=X&ei=r93zUc26H6nYigLD34HYCw&ved=0CH8Q8wIwAg https://lh4.googleusercontent.com/public/tIuPPzwhnBSA1TTedj8AaDeNUyzYcxrIiJRcbrmXlr68zN4V67kkXI8kkUbNrQq5CvLmQN759G-1i7i76IPB98bT19PnoELdEs0fIzgqxtPyen-uyuRtZK3Lffoazd_7bQFm4-AP2QHbuWEBnHbuzDck9urGCIQwq3KGTRseJkM-GjeXQkEL=s220-c

P1694 http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/232-p1694-no-bus-message-received-from-companion-module You have communication problem with the ECM. I would check all the wire under the hood for a poor connection.

Could you explain what happen?

Like last night I was working a event with the Fire Dept water the bank down in 104*F weather. With my long hair I can soak it all down and I remain much cooler that a bald person does. I typically wear a dew rag for this reason too keeps the sweat out of my eyes and spreads the sweat about the rag a bit keep the top of my head cooler. Not to meantion keeping the dirt and ash out of my hair as well on wildland fires.

You guys might want want to smack my Facebook icon and check out a few of the pictures I've posted up.

Riggins, ID is at $4.159 for diesel. As for me I couldn't even play the MPG now that I kind of nuked the MPG number getting a fire call in Whitebird, ID get almost to Riggins, ID and get called off. So this tank is going to be a dud and lower. That why I love the ScanGauge II being I can calibrate it and see it on per day basis then I'm not having to baby the truck every single day but drive as needed.

The only thing that stops me from CR engines in the price of injectors, the short lifespan of injectors on average, and the average life span of a CR Engine is much lower compared to 24V or even 12V engines. I got to admit the power is awesome in the newer trucks but is just the fuel system has its own weakness and increased price compared to olders systems. Oh yeah... the EPA BS needs to go away...

Cheater!

Truely he's a really a good friend that I've know over 20 years now and he's the type to dive in and get his hands dirty to help me out. I do favors for him all the time and help him out. So this just happen to be one of those times. Return the favor. With the tank empty its really easy to drop and put back up he was in the process of lining up every thing and getting really to push the tank back up in place I popped the picture at that point I slid in with the creeper and stabbed the 2 band up for him and he crawlled out and drank his beer. Seriously its not bad at all.

Most of you will ask about the driveline why its down its because the front tank band is under the carrier bearing for the driveshaft so its got to be dropped to get the front tank band down. Also the tank is very very empty when my buddy did this job. He dropped the tank, installed the fuel sender (gauge), and reinstalled the tank in under 1 hour. That why sipping few cold beers and me shooting pictures.

Simple solution... Get a 12 pack of beer and one friend. Put the camera in your hands and watch your friend drop the tank and re-install it.

Hmmm... Maybe us long hair hippies have all the fun. :lmao2:Funny that my previous barber was telling me that I've got a thin patch on the top of my starting. I don't know if its true as of yet. Keep it long as much as possible till... POOF its gone.

Ummm... Think its time to rebuild. If I'm not mistaken you should see between 400-450 PSI on a good tight engine and no lower than 350-375 PSI on a wore engine. As quote here... http://articles.mopar1973man.com/general-cummins/34-engine-system/144-compression-testing You might want to check that AFe I think you had a dust leak and ruin a set of rings.