Mopar1973Man

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OMG...

Doubtful... I would double check your HVAC work again to be sure you didn't pinch a wire while installing the box.

I can give you this much... ScanGauge II uses 2 numbers. MPH and GPH to figure MPG. 55 MPH / 2.80 GPH = 19.6 MPGSo some how Dodge has made a overly complex algorithm for figure out GPH. From rail pressure, RPM, etc.

Don't sweat it... I do it all the time... :banghead:

I would set it back up again and put some tension on the bolts again then smack the plate with a hammer to see if the jarring action might free it.

Sniff, sob... Thanks... That pulled at my heart strings a bit... I'm glad you think of it that way I'm glad I can bring this group of people together into one big happy family. Is there anything the family here can possibly do to help you out?

It basically states that the J1850 bus is shorted to ground. To check all the wiring for damage... From what I can see about the wiring its not like the 2nd Gens with twisted pairs but the 3rd Gens are all single wire networks. They don't have a set color for either the best I can give is all modules have a VIOlet / (some color). It could be violet/yellow (instrument cluster), Violet/Blue (Transfer Case), Violet/Black (Anti-lock brakes), Violet/White (secuirty System), Violet/Brown (Powertrain Control Module), Violet/Light Green (Heater controls) ... All these wire join together and go to the OBDII port under the dash as a light blue/violet and go to pin #2 in the port.

Ok... I can confirm that will burn the carbon off for sure. Like old lawm mower engine and snowmobiles with carbon fouled plugs I use to just pull out a propane torch and burn the carbon off then re-install the plugs and fire up the engine. So the same thing should hold true.

I've been following along with this... I'm still borthered by the color of the filter housing I really do wonder if some added a batch of waste engine oil just once. It would possibly explain where the metals came from. The only other though would to drop the fuel tank and inspect the tank for more debris and that would answer the metal problem.I know ISX is the guru of 12V and you great man helping you...

Dang that is a pretty steep cut and deep... :stuned:I really do want go for a ride with you now...

Same theroy as the DPF on 4th Gen trucks... All that happen to the DPF is the pores of the media get plugged up with carbon. So now Cummins adds a extra injection event (Regen Mode) dumping fuel in during the exhaust stroke getting the EGT's above 1,000*F and burns the carbon out of the media of the DPF. Carbon will burn at about 1,000*F. At least according to Cummins Service Manual for 4th Gens...

Once you get to about +75 HP (and above) injector then the MPG are neutral again from stock so now the duration is too short and atomization is poor. I'm not saying this is the case with everyone just saying general rule here...

Supposedly on the 1st Gen's it possible to rupture a injector line with a VE pump turned up too far. I've never seen it but heard of such happening. If its true or not I'm not sure.

Local salvage yard?

I just gat back from a 3 day stay in Emmett, ID with the Jayco... Trust me pulling over 6% grades and watching the pyro hover at 1,100*F to 1,200*F for 5 miles. I'm sure mine are absolutely cooked clean.I'm glad the injectors helped out in the MPG dept...

Try RockAuto.Com... www.rockauto.com Check over in the Vendors forum for a discount code...

Basically pressure and timing that it comes down too... Because duration is a factor of injector size so larger injectors have a shorter duration with the same pressure. Of course reverse than and have a stock or smaller injector and it takes a longer duration to inject the same amount of pressure. Because the injectors open up after 4,500 PSI roughly and start injecting fuel till the pressure falls below 4,500 again. To be real about it the pressure actually goes up and down on the injectors (called chattering)...What am I saying here... :banghead:

Added to the list.

All I can do is offer up a few prayers for your family. Not much I can do from way out here in Idaho but listen and pray... Sorry for your loss... And I say a few prayers for your Mom...

ISX... Could you possibly complete this article so I can post it up on the article database. I'm sure it would be handy to some people.

Hmmm... I'm most likely going to pull that fender and and do a bit of metal work to the mounting tabs to give it some strength so it doesn't tear apart again... Might also be a stress problem with the way the fender is lined up on the body.

I'm curious how did you cut the pin for the slope?

Usually charge 1 shop hour for ECM flash... But you might have the injector test for bleed down to see if the black smoke is from a possible failed injector. Fairly common on CR engines.

Best idea is to head to a dealer and let them re-flash the ECM with up to date software then you know your good.