Mopar1973Man

I know... You've seen the box. He lists them as a 40-60 HP injector. Typically come out at about 50HP. They are all flow matched and pop tested before being boxed. I asked about the nozzle size and he said he'd have to get back to me on that later on. (Busy at the time). But I'm sure he be will to tell ya. Naw. It seem to run cooler in the EGT's but hard to tell from just the short trip. I'll see tomorrow what happens.

I can't release the price I paid for them since there is was a bit more to the deal. But I'm sure Eric would be more than happy to set you up and just tell him Mopar1973Man sent you along. I had a Search & rescue meeting tonight and cruise into Riggins, ID. I got to admit the ScanGauge is showing better numbers than the stock injectors even better than the 275's I had that were wore out. But I'll report more tomorrow night. I got to make a haul down to Ontario, OR.

UPS shows up at little after 12 noon. I start... By 2pm I fired up the truck. No priming required. This thing is stupid fast now. But my previous 5x3 Comp setting is still rather clean just a bit of smoke. Running really smooth at idle, EGT's are much lower that the previous RV275's. Bit of launch lag but OMG! When she lights you better hold on. Just tinkering around on a few straight stretches I was hitting 85 MPH in no time. I have to give Eric over at Vulcan Performance a big Thank You for the killer deal and the awesome product.

Let's say that your A/C compressor adds more load than the fan does. Being the A/C compressor is constantly running compared to the fan that only locks up at high temperature and free spools the rest of the time. As long as the coolant temp is below 205*F the fan is free spinning for the most part.

Just looking at my old 275RV's +40HP they are a 7 hole. The new ones are suppose to be 7 hole as well but a +50HP. When there was a huge price difference between 50HP and 40HP of course I went with the 50HP being cheaper also Eric assured me he was going to pop test and flow match the +50HP for me where the RV's just get pulled off the shelf and shipped. :whistle:So I ended up with a bit more quantity of fuel, but get personal quality, and a super good price. How could you go wrong... :cool:Yes... Brown truck should be here today.

I rarely run mine high through the RPM's. don't get me wrong I play with the truck to and wrap it up tight now and then in the high 2K's but typical driving I rarely over 2K ever. Using the above videos... Economy minded... http://youtu.be/1EbH3g1_-eI When I'm playing... http://youtu.be/3JWnyRrHPPc Brakes I never touch the brake pedal till my road speed is below 25 MPH. It's all exhaust brake and down shifting.

Snow? What snow? Most of our snow is all gone. We only got snow above 6,000 feet now. We're all wondering if we are going to get a typical high water or not. I'm already to cut firewood.

I use standard old green or yellow coolant from NAPA or WalMart. Nothing special is needed just make sure to keep the coolant change at 30K miles or 36 months. If you don't you'll be changing head gaskets and heater cores. Typically you just unscrew the lid and the filter comes out in the lid. Unsnap and snap in a new one. If you want you can refill the filter housing with can fuel so not to make a mess on the shop floor or driveway. I've got a wiring diagram on the site in the download area. I'll flip your access on for ya in the morning I'm really tired tonight. As for the transfer case seal. I've never done one yet. So I can't help you on that one.

I've got a 2x4 box frame at the tail of my bed for common goods to keep them from sliding around the bed of the truck. I'll have to grab a picture tomorrow and post it up.

I was washing my engine yesterday and fired up the engine ans was able to stop the fan with water sprayed on the fan. I hardly doubt mine is loading the engine at all. I've also got a video of me stopping the fan with a old radiator hose too...

I return... I'm safe and sound.As for the fire you'll never believe the cause of the fire. It was cause from a local that was double towing his RV and boat down to Brownlee Res. Barely left town and jumped the boat trailer off the ball and drug the boat trailer down the highway for over 5 miles throwing sparks all over. Nevertheless we chased fire over both sides of the highway protecting homes and and property the best we can. No homes where harmed, lots of grass and brush burned though. We had USFS and Salmon River Rural Fire working the fire and spaced out over the 5 miles of highway working both sides. Today was one of those days I wished I would of taken my radio with me even though I left my fire district. If I would of had my radio I would of been more informed about what was going on. But I got home called Idaho County dispatch and found out some basic information and then grab my gear and radio and hauled for the fire in Mom's 1996 Dodge. Thankfully her truck had fuel where mine was near empty. Being I'm a station captain of Station #1 I've got new guy that I got caught up with and was teaching him the ropes of the truck in the field. So we fought fire, moped up, went to town and loaded with fuel, then loaded with nice clean city water for the truck. I sent him home with Engine 1 to clean the truck and put it back in the station. I stayed behind to monitor the fire up to 7:30pm and then managed to still hit my fire meeting in Riggins, ID learning about filling SCBA tanks and maintenance of them. I'm tired...

Just remember if the pump came in with a P1688, P1689, P0251, P0252, P0253 or P0254 more than likely got replaced. Like I said it's hard to run 3 hours of bench time with a already dead or dying PSG. http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/169-p0251-vp44-pump-fuel-valve-feedback-circuit http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/170-p0252-fuel-valve-signal-missing http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/171-p0253-fuel-injection-pump-fuel-valve-open-circuit http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/179-p0254-vp44-fuel-valve-current-too-high http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/227-p1688-internal-fuel-injection-pump-failure http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/228-p1689-no-communication-between-ecm-and-vp44

VP44 electronics are replaced on most all pumps. It next to impossible to run 3 hours of bench time and manage to flash a dead or dying PSG module. So that hype of getting bad electronics isn't always true. Here is the VP44 test bench process. http-~~-//www.youtube.com/watch?v=V0Q8qQ2UKRI Here is the diagnostics on it. http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/228-p1689-no-communication-between-ecm-and-vp44

Two very nice looking truck in the picture. Oh... You need to more pictures posted. I see what looks like a backhoe behind the truck. Then the nose of the RV trailer. Oh well need so pictures of you hauling stuff. :wink:Congrads on the Dodge though!

I do my caliper tuning myself. I simply remove the pistons and using 600 grit sandpaper I tune the piston to fit the bore without the seals in place. The piston should drop to the bottom of the bore without being push in. Remember this is without seals in place.

:think:The man you need to talk to is ISX my second in command here. He's my 12V guru on the site and should be able to shed some light on the subject.

Check this out... http://www.autoblog.com/2011/07/22/worlds-largest-diesel-engine-makes-109-000-horsepower/

A lot has change about the site since 2009. All the articles have been moved to... http://articles.mopar1973man.com

No. Not that I can't say it's not possible. I can't see the ABS module being a cause unless there is something broken valve wise inside.

I'll give you food for thought the last time I took my RV275 injectors out and installed my stock 235 HP injectors I didn't even bleed the low pressure side nor did I bother to crack a injector. I bumped the start a few cycles till a good fuel pressure number shown then crank on the engine maybe 10-15 seconds it fired right up. I must still have a strong VP44 to fire up that easy.

Here is his web page and contact info. http://jlweldingtx.com/

Remember the closer you are to the injection pump the stronger the water hammer pulses are and more damage you'll do to a pressure gauge.

Also that why there is that tiny hole in the overflow line is to help push the air out of the injection pump as well.

Very educational post! Thank you ISX!

You got it worse than we did. Got to about 70-75*F here then dropped to about 35*F and snowed ever so slightly just enough to dust the ground lightly and then disappear the next day. Those B2's look like UFO's kind of...