Mopar1973Man

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...

Cord bad and the heater is good... :wink:So I would put a small dab of dielectric grease in the socket of the heater to prevent future problems. I'm pretty sure Geno's Garage has the cords for fairly cheap.

Might throw on a live data tool and watch the TPS signal for sudden changes that drop lower than normal. Some how the APPS signal lead is dropping to low in voltage.

Time to kidnap ISX and have him fix your truck... Like I know this winter been rough on my truck and been varying between 14-19 MPG. Depends if I'm bucking head winds, driving with a heavy foot, or short trips that don't ever warm up completely. This winter I've been staying at home more than previous winters.

Dang Automatics... I know some day that will bite me with the 1996 Dodge Ram 1500 but thankful my 2002 is a manual. Less to go wrong... I'm surprised no one has ever re-designed the auto's cooler lines to keep them from blowing out or breaking.

First off I never would suggest adding any grounds or modifying the electrical system at all. I highly suggest you return all electrical back to stock configuration because there is no need for modifications. As for the error codes. (ECM Problems) http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/216-p1475-auxiliary-5-volt-output-too-high (Might be other issues between the APPS and ECM) http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/151-p0122-apps-sensor-signal-voltage-too-low

Also double check the ECM is power up the trigger leads t othe Airdog relay because all the testing of the pump and pump wire won't do much good if the ECm isn't throwing a 12V signal. also the G107 ground is behind the starter and yes you'll be required to remove the starter to access the bolt.

Really common for the cords to get damaged. Remove the cord and ohm from end to end as well looking for opens. Not often does a element fail...

DDRP... That's the problem... You still using the stock plumbing.

Hmmm... As for the bulb sockets I would use a dab of dielectric grease and fresh bulbs and see what happens. But even in my truck the stock backup light are nearly worthless. You all know I added a pair of 100w floods to my rear axle.

Sad to say we've already been around this track in the 70's. Remember the days of muscle cars and then Mister EPA stepped in and added EGR valves and catalytic converters to the cars? Then people were chopping then off and doing illegal tunes back then. Companies were sell converter delete kits back then. Same thing got shut down as well. So its no surprise. As for what to do. If you tune and everything is working good I would stop updating and leave well enough alone. Till something else hits the forums or another solution that pops up.

Where clutch damage comes from is high HP/TQ and absolutely WOT running in high gear. Side stepping the clutch is not helpful either. I ran for a long time with +120 HP tune from a Edge Comp till it snapped the hub out of my clutch. So then upgraded to a Southbend Con OFE and not looked back at all. But of course this is all old school (2002 Dodge Ram)

That's odd... If its got a distributor there should be a HALL effect sensor in the distributor. I'm pretty sure it's going be like my 96 Dodge which uses the distributor sensor for fuel timing. I thing the crank sensor controls the ignition fire. Verify the crank sensor is setup right and the air gap is correct. All look for damaged tone rings.

Welcome to the Family Drag Racer.

I would get that alternator changed soon... Nothing in the vehicle is designed for 30 Volts AC or even 30 volts DC... You asking to do damage to the electronics of the truck. The only thing that keeping in some check is the batteries. But I highly suggest you get that replaced ASAP!

Don't leave us guessin' tell us...

He got it...

I've been talking to Irish Power Mad over on Cummins Forum and looking at the tractors and AG equipment for lift pumps. Why is it that they have no problems with lift pumps? So maybe there is another way around this mess.