Mopar1973Man

I bet money the floor board carpet is damp too. So you'll end up with moisture on the windows. I've seen it a few times here under right conditions it will do it. Like this morning its only +17*F (94% RH).

If I'm not mistaken it start with the driver controls then passed to the passenger controls and then to the window motor. So time to break out with your test light and start probing wires.

Like myself when I drive <1 mile to the fire station to head out for fire calls. But when I return home I drive a extra 2-3 miles away to turn around and come home with a fully warmed up truck also give the alternator a chance to charge the batteries after grid heaters have hit. I always try to make it a point to have at least 1 cycle that makes full engine temperature in either truck (gas or diesel).

MoparMom and I will offer ours as well.

Check this out. http://www.snotr.com/video/9682

I would give a local accountant a call and ask them. Because of all the different tax laws and such I would rather check and be sure than have IRS knocking on your door.

Sounds like a CCD Network issues why you can pull codes. As for the charging problem I would pull the alternator and have it bench test and check both the brushes and diode performance.

Simple solution is give Edge products a call and get one... http://www.edgeproducts.com/contact.php

Works like a charm too. As for the headlight lens I think it more of UV thing than anything else.

Sorry I don't know. Seriously that what kills the Raptor series pumps more times out of ten is something suck into the pump wedge the rotor and burn the motor up with the fuse blowing out. Then some add bigger fuses to help it burn out better. I would suggest just getting a remote filter mount and getting a nice spin on pre-filter and then protect the pump from damage too.

Ummm... Wouldn't it be easy just to buy the appliance? At least this is what we got. http://www.nesco.com/products/Dehydrators/ Look around there is 120V muffin fan out too. I'm sure some where like Grainer or something would have a fan that is 120V and allow you to keep it simple.

Too cold you need to get you coolant temp up more. But the pyro and boost would look good for 55 MPH but alias you only rolling 40 MPH.

With a bit of testing with a DVM on Ohm setting you should be able to see if the field brushes are good or something else happened. As for battery drain basically got all the computers on the CCD network (ECM, PCM, ABS, AirBags, Central Timer, etc) Then you got the VP44 power the PSG on top.So if you figure you got about 200 amp hours of batteries (roughly guessin') with a 20 amp load (roughly guessing again) you could drive for ant least 10 hours before consider battery dead at 10.5 Volts but the electronics on a Cummins will continue to run all the way to 8 Volts which will most likely do damage to the batteries for sure.

The other factors like winter fuels and weather will make a impact. TIRES (235's vs. 265's) Like with my setup I've got a set of 265/75 R16 on steel rims which weight roughly 85 pounds per tire. Then my summer tires at 235/85 R16 on aluminium rims which weight a mere 62 pounds per tire. This has a net gain of 2-3 MPG easy by shaving off 23 pounds per tire. These 265's are on there last legs and will not be used again and will be replacing with a set of 235's A/T tires for next winter. Too much loss in going big and out here the wider tires do poorly in the snow. WINTER FUELS (Higher Cetane) At least in the frozen north I know all fuel is a mixture of #1 and #2 to bring down the pour temp to close -20*F roughly. Then some people have this fear that their fuel will gel up so they add more fuel conditioner of some sort and most don't even measure the proper amount. Like for Power Service its 400:1 ratio so if the 35 gallons of fuel (4,480 ounces) you would add 11.2 ounce total. But still in all your raising the cetane the higher the cetane the lower the BTU's. WEATHER (Wind, road conditions, etc.) Like yesterday I left the house and headed for McCall, ID to pick up a few things. Since I'm climbing up hill the truck tends to warm up fairly rapidly. But with the colder weather and the winterized fuels there is less power per cycle so you need more fuel to over come the loss of the BTU's so I've been typically 13 MPG getting to New Meadows, ID where in the summer it more like 16 MPG. But my return trip is mostly down hill so I should gain a bunch back. But I don't I've been averaging about 19-20 MPG at best in the winter and then like last night SAR's meeting with the heavy winds pulled my average from the morning of 19.5 down to a dismal 15 MPG bucking winds all the way back up hill to home. I could of gained back some of this by getting off the highway and slowing down and reducing the amount of wind drag on the truck. But I wanted to get home. So the quick route cost me dearly. And this what all the wind brought...

Depending on the series of DDRP pump it could be a older 45 GPH or the newer 85 GPH pump.

I think ISX has it correct its going to be fuel pressure related most likely. Since everyone with a P7100 pump knows that fuel pressure isn't a issue (or is it?!). So I would follow ISX idea of checking the fuel pressure and the over flow valve to verify if there any fuel system issues. I gotta admit with ISX everything has to be measured one way or another (no guessin'). Here is a killer tidbit... http://www.torkteknology.com/products/TORK-TEK-CUMMINS-ADJUSTABLE-OVERFLOW-VALVE-OFV020.html

What do you guys think of this? http://www.rumormillnews.com/cgi-bin/forum.cgi?read=265744

Here is more. This is the way I see it.

Kind of in the same boat. We get to go to college course up in Orofino, ID and get courses in just about anything fire fighting. Which is fine. But when you take the course your working with 2013 course with 2013 equipment but when you come home the rest of the fire crew is still untrained, working with 1960's to 1980's equipment, then in a hybrid condition of structure vs. wildland. It's like how do you make what you learn in the college course work with the older equipment you got? Sad but true...Engine 6 - 1972 Ford F-550Water Tender 2 - 1963 MilitaryMy two in Station 1 - 1986 Engine (GM Diesel) and 1994 Chevy 1 TonReally tough to be up to date with out-date stuff...

Well the big problem is fight the rolling resistance of those large tires. Then the increased wind drag for standing taller.

Could you Make a article of the correct information that you do find. (Please! ) Or maybe just post all your findings as a article and the sources.

I return. Lets say I'm not impressed. :rolleyes:A lot of things went wrong and typically don't happen for us in normal every day call outs. Chief's selection of fire truck for the call was bad. (2 wheel drive structure trucks) and very icy slick conditions, then not being able to access the site (we had to walk in), call out timing was all wrong we are local at less than 4 miles and should of been there before other outside town depts (New Meadows or McCall). Communications was extremely poor (which is fairly typical). But by the time we got to the scene everything was done. The EMS were loading the last injured person up for transport. There was a total of 9.Now if it was a normal call out I would stopped at my station grabbed Engine 11 which is a 4WD Chevy 1 ton diesel with 300 gallons. I could of easily got down to the scene been taking care of the fire issues (if any), assisted with EMS, etc. It's the fact that there is no information of what the call was that hurt. Normally when dispatch calls out we know if its a house fire, vehicle accident, support call for EMS, etc. Being that no one knew left us at a disadvantage that typically not there. Also typically we don't report to a IC per say but within our own and keeps confusion down. So like if I rolled up and had a grass fire I would jump on the radio and called for water tender for extra support. But since it was set training exercise and variables are not normal then everything went wrong.

I'll be involved in a Mass Causality Event training with both Idaho County Search & Rescue and Salmon River Rural Fire Dept. So grab both sets of gear and haul out to the training site tomorrow. As far as I know of its involving 3 counties (Adams, Idaho, and Valley Counties) then going to have EMS, Police, Search & Rescue, Fire, and a few other agencies there too. So its going to be a big event. I'll see about grabbing my camera and taking it with me.

PCM doesn't control the fuelling only the ECM does. You need to see what the ECM for signals not voltage in the line but actual ECM TPS/APPS signal (0-100%). What I'm trying to find out is the ECM actually using the correct data or is there something internally wrong with the ECM and it got random signals going even though the APPS sensor is fine the circuit with the ECM are broke. Like these pictures below I'm wondering if there is a broke solder joint or burnt tracer, etc that is causing you wild throttle problem but of course volt meter on the wire can see inside the ECM but a live data tool can...

Ok so your going back to manual eh? There is a long thread over at Cummins Forum about the Eaton/Fuller trans swap. http://www.cumminsforum.com/forum/98-5-02-powertrain/41978-nv5600-fso6406a-6-speed-fuller.html?highlight=eaton+fuller That should help...