Mopar1973Man

So you internally consuming the oil most likely. So there is only a few ways of doing this failed turbo bearing seals. http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/24-air-system/122-turbo-inspection Possible head/valve seal issue. Maybe ring issues? Once again I return back to do some testing to find more information which will ultimate point out the true problem.

I would start with the crank sensor first... Typically the P1690 code comes from lack of crank sensor signal. P0336 http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/175-p0336-crankshaft-position-sensor-signal P1690 http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/229-p1690-vp44-ckp-sensor-does-not-agree-with-ecm-ckp-sensor

In the dead of winter with minus temps and both grid heaters cycling in for post heating I might see 0.5 to 1 PSI fall each time the grid heaters fire just after starting. Now with cool summer morning temps like 40-60*F out no I don't see any drop at all. My power is hooked up in the PDC for the AirDog not at batteries or at alternator (well technically its the alternator line in the PDC).

Hence why my placement of my pump.Well guarded from road debris and away from the heat of the engine bay...

Ok. Simple rule of thumb for sensors if a sensor is truly failed there will be a error code instantly at the very moment the sensor fails. If a sensor fails within normal operational secs then the code will NOT be present but normal a live data tool like ScanGauge II or similar will spot that sensor(s) that are out of specs.As for fuel additive never mix products together. 2 cycle oil and PS are backwards to either other. 2 Cycle oil is a cetane REDUCER and lubricity INCREASER where PS is a catane BOOSTER and a injector cleaner (lubricity REDUCER) High cetane typically reduces MPG because of the lower BTU's and short burn rate of fuel. Where low cetane fuels tend to burn much slower push longer and high BTU content.When testing for electronics failure it always best to completely unhook addon devices. Remember the Quad communicates on the CANBUS. So all connections should be returned to stock for proper testing.

When AirDog produced the external adjustable regulator this problem came with that system. There has been spring replacements and issues with that system since the beginning. The old school spring and check ball works very well it a bit messy but you get solid pressure with out a bunch of up and down changes.

I don't think there is anyone here with a centrifuge filter. Most us a bypass filter like Frantz filter, Motorguard filter, or AMSOil bypass filters. I will admit the centrifuge filter do a better job of filtering out the soot and debris but the price is high compared to a bypass filter setup.

Just because you used that method doesn't mean the injectors are firing at there proper pop pressure either. This might contribute to the smoke issue that you talking about. I hate to say it but the oil pressure gauge is not accurate by any standards. If I can vary the ECT sensor temperature and get a huge change from the oil pressure gauge that tell me the gauge is worthless. Not to mention the value shown is no where close to actual tested value. http-~~-//www.youtube.com/watch?v=bUYO-lJe36w Safe is 2 quarts low. But 1.5 gallons is extremely risky.

If there is no Wait To Start light then the ECM is not booted up and so there is no software to fire the injection pump. So it going to be a ECM issue.

Please don't do this! This is a no-no... Never mix products! I realize the poster doesn't do it any longer but just to be clear don't mix... Mixing products can negate benefits or create new problems because of different chemical mixing together possible incompatible issues. Like with 2 cycle oil most all other products are backwards to 2 cycle oil so mixing typically negates the benefit of both the 2 cycle and the other product so you basically wasted money and got nothing done.

I hope you haven't done damage to the engine with lack of oil flow. But something is wrong because its consuming way too much oil even for a break in. What color of smoke? My first thing I would do is... [*]Pull all injectors out and pop test them all. This will verify the smoke isn't a fuel issue. [*]While the injectors are out I would run a compression test to verify the health of each cylinder. We don't know if its a bad injector just spraying to much and hosing out the rings or the other cylinders where worse off than you knew. We need some more test data to go forward. This would be covered by doing a compression test. Because if the compression is low or something is bent or broken then the compression will be low on the bad cylinder(s). This would be covered by doing the injector pop testing. Because if the injector(s) are failing the pop test will show it.

Biodiesel is typically a dirty fuel when home produced. Commercial fuel production and biodiesel is fairly clean but still has it winter problems of gelling and separating.

Nothing wrong with that...

I do!!! Much safer at that speed out here. Just in one month we've had 5 vehicle accidents involving excessive speed driving the canyon. All 5 accident involved a totaled vehicle and serious injuries. I've got to admit since I started driving slower at 55-60 MPH I've avoided many many accident because I was capable of slowing down even more and getting out of the way. Not to mention my fuel mileage is at least in the 20's range where most people pray to make high teens. So I can't complain. Also the difference between 55 and 65 MPH is so fractional that its not worth driving faster to get to your destination 3-4 minutes earlier and 5 MPG lower. Doesn't make any sense to me. From Home to McCall, ID - 35 miles Formula (distance / speed) = Hours x 60 = Minutes 55 MPH = 0.63 Hours = 37.8 Minutes 65 MPH = 0.53 Hours = 31.8 Minutes Really doesn't make any sense to drive reckless to gain what 6 minutes getting somewhere...

Most people are swapping out to FASS or mechanical belt driven pumps. Me, personally would consider the FASS before the mechanical pumps. This kind of the 1st generation of mechanical pumps and might have a revision some time soon and improve the design and minor flaws. Kind of like when I bought my AirDog I bought during the 2nd generation phase of the pump and got a rock solid pump. Something to chew on.

Power Steering fluid should be changed every 30K miles or every 36 months. Dark brown is a bad sign that the fluid was totally burnt and the lubricity was gone this most likely part of your failure not to mention the oversize tires leveraging against it. Remember P/S system has no filters so once debris starts floating through the system it gets worse exponentially till something fails. Still got tight steering here with all factory equpiment. The only thing changed was ball joints, wheel bearings, and track bar. I have no idea what its like to have sloppy loose steering and have to modify so much to get back to tight steering...

Even both of my trailers the old homemade and the new BigTex TV70 both pull me down to about 16 MPG empty from a normal 21-22 MPG without a trailer. I would tie to the stake pockets with ratchet straps as well as to the tailgate tie rings.

Basically selling B5 bio-diesel at that pump. Nothing different than the ethanol they sell in the gasoline. It may contain up xx% ethanol.

Kind of like my new Big Tex trailer. I turn the gain all the way up to MAX and worked the brakes off the mountain to seat the new brake shoes to the drums. Because at first brakes did nothing now you can fill light drag from the back of the truck with gain set at 8-9 Volts. I have a Tekonsha Prodigy 2 (P2) controller.

You'll be surprised of what some people here might have laying around in there shop or parked out back. You might ask around someone might have or know of a friend that does...Welcome to the family.

You'll be fine. As for the rear axle weight of the truck mine is 2,860 pounds curb weight right now. I've got a rear GAWR of 6,084 pounds which allows roughly 3,224 pounds I could carry over the rear axle. I haul my 700 pound ATV in the back of Mom's 1996 Dodge Ram 1500 without a thought about it. I haul heavier loads in mine as a seasonal thing... I know your toy is less weight than all this... 2002 Dodge 2500 Door sticker http://forum.mopar1973man.com/attachment.php?attachmentid=1546&d=1281643390 1996 Dodge 1500 door sticker

Cool. Glad to see that. I've been wondering when the time comes about stealing a motor another and stuffing it in. Mine been running for many years now without a issue. (AirDog 150)

Ok. We've talked on the phone. Now so other are clear its a AirDog FRRP. So he's direct connected to the ECM as well as using stock plumbing. As for the ECm it would be direct control of the fuel pump and it would be smart to add the relay to take the stress off the ECM. If the rotor is binding up it might be pulling extra amps on the ECM. You might check for the P0230 error code.

Something is missing now that it requires to function this most likely the cause now you'll have to back track a bit and test with devices to see if you can over come this issue.

I've gotten a few other test at close to 128:1 ratios and the finally number floats around 380-400 HFRR roughly. But I never got a exact 128:1 ratio test yet. Why I said...