Mopar1973Man

The best way I know is to install a fuel pressure gauge and test the fuel pressure. During cranking it should be roughly 7-12 PSI and with a starter bump it should be roughly 14-15 PSI without the engine running. If there is no error codes this makes it a bit tough. There is a article on BlueChip site about hot wiring the VP44 for a start and idle test. It's a way of providing power so the VP44 will at least start and idle. But typically if the lift pump is working properly with good pressure the VP44 is typically happy too. But being you got a in-tank pump I've got a sneaky feeling the VP44 has taken on damage and the code can't be thrown because the truck isn't running. Most VP44 codes require the engine to at least run even for a short span.

JAG hit the nail on the head for sure. All really good idea and suggestions!

Impressed but not... It would be nice to see Dodge have a 1500 Ram but that little V6 engine looks like another Ford or Chevy engine. Looks to be a big pain in the rear to work on.Cast iron block and aluminium heads! Can you hear blown head gaskets? :rolleyes:15.5:1 Compression Ratio? That's the lowest one I've heard of. I guess winter cold would really play hell on that little engine if the glow plugs aren't working.

I'm not sure what you mean about the eyelet? The ground cable is the battery lead there is no eyelet I know off. I'll grab my camera in the morning and show you.

Everyone has seen my street sleeper...

All cluster gauges are controlled over a 2 wire network bus just like the Ethernet cord for your network. Twisted pair networking.

The Toothbrush Salesman. The kids filed into class Monday morning. They were all very excited. Their weekend assignment was to sell something, then give a talk on salesmanship. Little Sally led off. "I sold Girl Scout cookies and I made $30" she said proudly. "My sales approach was to appeal to the customer's civil spirit and I credit that approach for my obvious success." "Very good", said the teacher. Little Debbie was next. "I sold magazines" she said, "I made $45 and I explained to everyone that magazines would keep them up on current events." "Very good, Debbie", said the teacher. Eventually, it was Little Johnny's turn. The teacher held her breath. Little Johnny walked to the front of the classroom and dumped a box full of cash on the teacher's desk. "$2,467", he said. "$2,467!" cried the teach. "What in the world were you selling?" "Toothbrushes", said Little Johnny. "Toothbrushes", echoed the teacher; "How could you possibly sell enough toothbrushes to make that much money?" "I found the busiest corner in town", said Little Johnny, "I set up a fancy Dip & Chip stand and I gave everybody who walked by a free sample." They all said the same thing, "Hey, this tastes like dog poop!" Then I would say, "It IS dog poop. Wanna buy a toothbrush?” "So, Basically I used the President Obama method of giving you some crap, dressing it up so it looks good, telling you it's free and then making you pay to get the bad taste out of your mouth."

3rd lead tied directly to the VP44 and ECM. (Bottom of the picture)

Little clarity... Edge Juice or Edge Comp both are modules that tap the VP44 pump and MAP sensor. What happens is the Edge module get the MAP sensor reading before the ECM and is capable of adding or subtracting fuel based on boost. Once the boost exceeds the stock fuel tables of the ECM then the Edge module takes over completely calculating the fuel map beyond stock values adding and subtracting signal from the pump through the wire tap. This why most tapped modules can do 120-180 HP.As for programmer like Smarty and such only rewrite the ECM table so any boost pressure is acceptable. But also got to play within the confines of the ECM table hence why Smarty is limited to only 60-65 HP gains.

Starter contacts or starter brushes? Main cables problems corrosion weak connections? P0122 http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/151-p0122-apps-sensor-signal-voltage-too-low As for VP44 typically they can and will throw codes before death but not always. So far I've not seen anything point to a VP44 failure yet.

Even with the Ring in mine I can still hear the whistle up around 25-35 PSI very clearly. But cruising it rather silent.

Nice to hear there is other options for fixing transmissions!

:lmao:About "Kicking to the curb". But as for the fuel is there possibly of water?

I had a outerwears for about 6 months and got tired of it really quick and chuck it in the trash. My 1st BHAF lasted for 135K miles and 7 years without much problem even with all the Idaho dirt roads I travel. 2nd filter barely had 24K on it and changed it because I didn't want to take chances with my new turbo of any debris being in the old BHAF. 3rd Filter is on and less than 1K miles on it.

HY35 you would have to tie it closed or use a J hook. But HX35 I would suggest using a adjustable boost elbow and keeping the MAX boost to 35 or so. Beyond that you looking for trouble for the HX35. As for the HY35 I would limit to about 30 PSI for safety.Remember more boost doesn't mean more power.

I'm really against any washable filter. Everytime you wash the filter your breaking down the media. There is no way for the owner to know when the media has failed till there is dirt inside the turbo which is too late. I totally agree BHAF is the best option and no chance of oil problems, media problems because a BHAF will last 100K miles of Idaho back country dirt roads. When it does get dirty throw it way and buy another filter. At $50 bucks a wack isn't bad for a filter that will last 100k miles.

I know it can be done... But its not suggested. It wears the syncro's quicker.

Your one of the few that got bold and double stacked two real boxes... So yeah I'll have to agree with you...

Sound like you did it right its just there is something wrong with that PCM.

As for the over charging issues there is something grounding the green lead? If so then the alternator will be in full runaway mode. The blue wire is the power supply to excite the rotor in the alternator. So at the GEN SOURCE and the GEN FIELD of the PCM would be where you hook the External Voltage Regulator. As you can see you need the blue wire which is the 12V and the Green wire is going to be a variable ground. If its shorted to ground then you got a runaway alternator. So I would think the regulator is fried if so.

More times out of ten the suction line from the lift pump to the fuel tank is where the air leak starts at typically. When it does develop a air leak the fuel never leaks outwards and typically will have dry lines and no sign of problems. But now pressure the fuel system and now you'll see the wet spots form. What I suggest is get the truck running and pressure the fuel tank with 1-2 PSI of air through the filler neck and then have a partner crawl around looking for the wet spot. Reason I suggest having the truck running is if the fuel suction line is leaking air in that means if you pressure the fuel tank it may or may not run fuel back out. But if the fuel system is flow to and from the engine and you pressurize the system it should show quickly.

I didn't I just made sure the head and the area around the holes was clean and reused mine. But I do know there was a TSB for connector tube for the 98.5 and 99 year trucks because it was easy to deform the tubes tighten the lines up.

Something about the regulators on the Raptor pumps and the AD 165's that are goofy... I've seen this a bunch but never heard of what causes it nor the fix for it.

Smarty is one of the most safest programmers I know of. But still weird things can happen to disable ot hang the ECM from rebooting again. So Yeah I've tried a Smarty (Bob Wagner's) and was impressed with power gains but the clutch at the time didn't like it. So I return to stock and mailed it back. So not to discount the Smarty... But I tend to feel safer with wired in electronics than flashed in. But if the Smart UDC came out for the 24V's I would be interested then. Better way of tuning the timing tables that what I got now.

Do a instrument cluster test. If the cluster is getting a different reading its because I think the PCM is screwed up and mis-reporting the voltage of the system.