Mopar1973Man

Another thing to know if you clear 200-250K miles with a 53 block most likely nothing will happen for the rest of it life. Not all 53 block where thin. But this doesn't mean you can go out on flog the crap out of it cold. Just mean be nice to it.

In cold starts I let it warm up till 100*F worth of coolant and then take off. Once I see the temp gauge up to 165*F the bottom of the normal band then I kick the pig. Warming up fully before driving is rather wasteful for fuel either using high idle or idling the engine. The only time I use high idle any more is when I'm in a hurry and need heat to get the ice of the wind shield or need to idle for extended period then I kick 6 cylinder high idle. The best man to ask is CajFlynn since he cleared 1 million miles with a 53 block.

I'm glad we kick Rough Creek Fire and its out. Don't get me wrong I like fighting fires I just hate doing in while its unseasonably hot during the Rough Creek fire it was ranging 110-115*F in Riggins and at the spike camp it was 107-110*F. Way hotter than normal for these parts. Still think the electronic site fire was nice small 6 acre burn way up on top of Cold Spring Mountain cool mornings and nice afternoons.

Dennhop pretty much got it covered I would check error codes and see what pops up.

Click the link above... They are just a poor filter and pass way too much dust and dirt. K&N - Take notice that amount of dust, dirt and oil. BHAF - Take notice there is no dust, no dirt and no oil.

Yea I know. I'll be changing plates this spring. With the old trailer I could more or less sneak by and never had a problem. But now I know I've got to upgrade plates. With RV's though is exempt and special plates are NOT required. Strange huh?...

Holy Cow... :rolleyes:First off I don't need to say anything about "for hire" to anyone other than the person I'm hauling for. Second off like my buddy that asked me to haul firewood for him was present during the haul. I'm talking like some in the area needs someone to go down and pick up a refrigerator at Home Depot, or haul firewood because their pickup is broke down, etc. As for weight I doubt I'll ever be close to 26,001 pounds and require a CDL. Being the truck is only rated for 20,000# GCWR and the trailer is rated for 7,000# GVWR. Well below Idaho CDL requirements.Now if I was hauling a huge gooseneck trailer and hauling vehicles, equipment, construction goods, etc with a trailer in excess of the GCWR 20,000# of the truck and seen by law enforcement doing every day then yes I would say I'm in trouble. But a odd job every now and then (once a month if that) I doubt I got to worry too much. In 25 years of dragging my trailers around I've never been question on who I'm hauling for or why.

Sad to hear that you ended up buying a starter. I've fixed enough of these darn things to do it blindfolded. So if you hang on to it and we meet sometime in the future I could get it straighten out some time.

Beautiful truck. I know can see where the 2nd gen body style came from. :wink:Welcome to the family.

Most likely limp mode about the ramps. If the engine can't see RPM's then the ECM is rather blind to how much fuel is given.So the crank sensor fixed the issues since the error codes are gone now.As for the starter bolts not to bad on a stock truck.

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?