Mopar1973Man

Suggestion: You'd be best to reduce the tire size than increase it also not to install a leveling kit for MPG reasons. http://forum.mopar1973man.com/threads/5810-1996-Dodge-Ram-16-17-MPG-is-reality!

I'm curious too...

All right here... http://www.fostertruck.com/dodge/

Either electric or mechaincal the load is placed on the engine either at the belt pulley for the mechanical or at the alternator for the electrical. So no matter what you now have two fans to power on the engine now. I would rig the electric fan to only come on with the compressor if your looking to gain back from some of the load.

This is where I would have to past it off to someone else... I've never had to even mess with my vacuum pump yet... Anyone else capable of helping Ron?

I'm a big fan of stealth plates because the wire is not molested and you don't have to worry about a weather tight seal being the tap is done behind the plate tapping into the VP44.

I've been told that getting above 14 MPG with a V8 Magnum 5.9L Dodge Ram is tough well I've gone and broke that barrier... As for written fuel logs here is the last 2 back to back fill ups.147,376 - 147,068 = 303 Miles / 20.132 Gallons = 15.299 MPG147,686 - 147,376 = 310 Miles / 18.700 Gallon = 16.577 MPGThen when I rolled home... Cmg = Current MPG for Today and then Tmg = Total MPG for the tank...I'd say I'm doing just fine...

The guys here have hit the nail on the head. As long as you monitor the vitals and keep the fuel system lubed and pressurised it will go a very long distance without a problem. I've got 146K on this VP44 injection pump and still getting 20-21 MPG roughly.

Ok... The seal have to be failing from another cause like bad bearings, bent shaft, etc. something is causing damage to the seal in a short order. Another thought is maybe the shaft diameter is just small enough so it not sealing properly?

Since the CANBUS connector is hooked up the Edge module still can effect how the timing signal is sent to the injection pump. So when the ECM calls for advancement of timing its passed to the Edge Module and it may or may not modify that signal again increasing timing or not. So the higher in level your going the more aggressive the timing curve is. So level 1 you near stock so setting it on level 5 your getting the aggressive timing curve. But its still got to play by the rules of the ECM.The only thing your missing is the fuel which would of been in the wire tap. Then the Edge Module would be capable of increasing fuel and fuel timing even more. From what I understand of the wire tap it can modify the pulse moving it forward in time or expand it. So once again its gets stronger hence why it goes from only +40 HP to +120 HP with the wire tap because now you don't play by the rules of the ECM but of the Edge module.

Insider information... Relentless70 already told me he's not going to post anything more till he completes the intake now... So keep checking back he'll posted up soon when he finishes the intake horn... Look back a post or two...

All your effecting is the timing curve basically with the wire disconnected.

After seeing AH64ID thread about his Smarty I would darn to say that stock truck would benefit from high cetane fuel being how retarded the timing is... Timing curve of stock CR engines...

Typically the truck changes the way it runs after injector installs. As for the little problems like connector tubes, o-rings, etc. They might create air leaks and such... But like after going down this road a few time I come to fine out that you got to tighten the injection line and cross over tube first before tightening the injector hold down. This always proper seating of the crossover tube to the injector.

Those adapters are for the 2002 MAP sensors which are no longer produced... So you should be able to skip all that extra junk and just plug in without adapters.

Might be a good idea to give Quadzilla a quick call and see if it programming issue. Anyone else?

Stock injection pump or a hotrod?

I would say you got a warrnaty claim with Edge... Sounds like a defective unit is possible..

Most of those pictures are the Big Salmon River North of Riggins, ID which is 15 miles north of me.. The 2 pictures looking though the trees is the river across the road from me... Little Salmon River - River Flow Gauge http://water.weather.gov/ahps2/hydrograph.php?wfo=mso&gage=rigi1 Even looking at the record that was set at 12 feet of water it still never made it over the highway for me.

:banghead: Disconnecting the batteries does absolutely nothing for error codes... But you did wipe out the APPS calibration. http-~~-//www.youtube.com/watch?v=fn7J8FQ8x5w

Check it out...

Interesting...

Not bad... If you figure the 320 mile ride round trip for me and $100 per shop hour for a my Dodge Dealer... Not bad at all...

When suggesting big purchase buys for repairs I like to have two smoking guns. In other words we already got a low fuel pressure problem which is the first smoking gun. So now lets check error codes write them down then clear then out and go for a right and then check again. If we come up with a second smoking gun (P0216, 1688, 1689, 0251, 0252, 0253, etc) then I would say its time for a new VP44 injection pump.

Sound like there is some issues with the VP44... Like the other have said check the codes nd then clear them. Then got for a 5-10 mile ride checking for the CEL light. If the light pops on pull over and read the codes again. If it doesn't then return home and check the codes anyways. Then report what you find... I want to see if the VP44 is truely giving up...