Mopar1973Man

Actually I just got done making a wiring diagram for a 12V 2nd Gen to use a oil pressure switch and both start and run leads from the ignition. It a crude design and untested at this moment but you welocme to try it. trigger relay.pdf

:cheers:Cheer to all of you from Mopar1973Man...As for me. I still continued working on the web site today and split firewood most of the day. But stopped and had a wonderful dinner with MoparMom. Now to go back to working on the web site and maybe tip back a few beers.

Hang around Bluepine we'll help you over the hurdles of life and you truck. But I will highly suggest you stay after the truck and get your own kind of maintenace program going. This way you can at least cover the basics and not have to rely on dealers and mechanics as much. But when something fails or starting to fail get back here and we'll do what we can to talk you through it. Heck if you find some local guys and gals there in Colorado I'm sure they be more than willing to come out and help you through your issues. Even if you have give me a call I'd be more than willing to talk you through or get you to someone that can!Once again welcome to the family and like a family we try and cover each other the best we can.

I talked to a buddy in Louisana (towhungerford) he told me the 12V tappet covers will fit a 24V block so if you which to just change out the cover and put a old school 12V tappet cover on you can...

Ahhh... Another one of those shaft seal problems...

:pray:Keep saying your prayers because a angel must of been watching out for you. As for the vehicles they can be fixed. With all the people here on the site I'm surprised there isn't many up your way.

Intermal trans problem. Bearing or something. I would check the fluid and see if there is metal in the oil. Side note. I've see this in a older military 2 1/2 ton truck. It will push the stick out of gear forcefully even if you your pushing the stick to the dash it would force it out as soon as you release the power. As for cause we never fixed it but got rid of the old fire truck. (Sorry).

Hmmm... The only way I know to verify the Edge Comp would be to send it back to Edge products and let them verify it. As for the battery charger yes you have to be careful with them. How it produces more amps is be increasing the voltage typically. Also most battery chargers are noisy as far as AC noise. So if you had bad cable connections to the battery and turn on your key while the charger was on high it could damage things like the Edge Comp. As for if it actually did or not hard telling till you ship back the module to Edge products for testing.Well at least you got some where with the problem. But I would spend some time looking over the elctrical system closely.

What 420 ATV do you have? I happen to have a 2008 manual for the Honda Rancher 420. Let me know I'll dig up the PDF file and email it to you.

Dang Russ... Anyone on the East side willing to give Russ a hand?

Easier yet. Don't travel the interstates.

Placement should be as far from the VP44 as possible. But still forward of the last filter.

Yea... Then you catch any liquid material that drips from the pipe. Typically the vapor is harmless its the liquid oil that is slung around by the fan that causes such a mess.

Back to the MPG's part of the thread. What good is it to travel 68-70 MPH? Its been proven by many people already that MPG's fall off quickly above 55-60 MPH wind drag of a flat face box is going to jump quickly as you increase speed.

Warranty claim... Regulator problems internally.

Yes there is...

Actually there isn't a coolant level sensor on these trucks. http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/26-engine-systems/87-dodge-ram-turbo-cummins-24-valve-engine-wiring There is only a handful of sensors a few temperature sensors (ECT and IAT), few speed sensors (Crank and/or Cam), Oil pressure and basically thats it...

Yeah but the AirDog and Raptor line has been having problems with pump motors burning out. Kind of makes you wonder what has changed since the new ownership of the company?

Mine does the bounce to on the APPS signal I normally disregard that. APPS sensor might still play a roll in the in choppyness problem. Time for a set of crossover o-rings... Hell that far you might as well...

I was thinking of a dumb idea. Come down elbow back and tee hang the bottle off the tee elbow up and the elbow back down. Leave the bottle closed. This way you got a low point to catch oil and still vent out the end of the pipe.Hmmm it might just work...

I'm also installed in the same place...

Well you done it right since you have both codes present P0122 and the P0216 now after your Timbo's APPS replacement you should be down to the P0216 only? Am I correct? So if you still getting the P0216 code and dead pedal then the VP44 is next on the list of replacements. But bfore you order part do you have a fuel pressure gauge in the cab? What's the fuel pressure at idle and WOT?If the fuel pressure is below 10 PSI at any time your going to need a lift pump for sure.Now I just got done doing exactly this... Installed a ISSPro fuel pressure gauge, change a lift pump and installed a reman'ed VP44 injection pump. Everything is fixed for dead pedal but the stock fuel system is barely holding 9 PSI. So like I told the owner you might highly consider upgrading lift pumps to something better. Being stock lift pump is $179 bucks here at the local NAPA store and it marginal quality at best.

Tend to agree...

You "could" direct wire the pump but it might create starting issues as well. VP44's injection pumps don't like the excessive pressure during starting. This why the ECM controls the lift pump and has a 50% duty cycle during cranking then when the key is released it flipped to full 100% duty cycle. Then there is a safety issue involved too. Back in the 12V relm all the pumps were mechanical so when you the engine dies so does the lift pump. But now with a keyed hot lift pump if you where in a accident and trapped in the truck the lift pump could still be pump fuel into a engine fire and be deadly. Hence why the ECM controlled lift pump so if the crank/cam sensor no longer sees RPM's the lift pump shuts down as a safety measure.Food for thought...

All good suggestions...