Mopar1973Man

I'm sorry... :banghead: Wasn't paying attention... :banghead:

-REMOVED- Wrong fuel system

No need to do that... All you do is ruin the tires and ruin the ride. On a empty truck 50-60 PSI is more than enough.

You can leave the stock wiring to the alternator attached but the green wire will most likely require to be cut going back to the PCM. The blue wire is the +12V for the regulator but the green shouldn't have any other contact with other devices but the alternator and the live regulator. http://articles.mopar1973man.com/general-cummins/34-engine-system/134-voltage-regulator-mod

Double check the red/green wire at the injection pump for +12V power also check the relay by swapping it out. Scan tool might show that the ECM is triggering but the relay, fuse or wiring might have a problem too.

Now you know why my Edge Comp stays on 5x5 (Max'ed) out.. I see the same results.

190*F is the stock temp. I change my thermostat every coolant change which normally occurs every year. (30K miles)

:duh:Geez... That suxs... I have work done for a head gasket and then to have it leaking again. No matter how I see it someone cut corners and forget to magi-flux the head and check for cracks while the head was off or it wasn't surfaced flat again.

Strange... I've never ran out of fuel ever... :shrug:Even when my fuel gauge started acting up I could see the wild movements and strange behaviour so I would just hook up the ScanGauge II and use it for my temporary fuel gauge. Like right now my 1996 has a damaged gauge and the ScanGauge II is hooked up over there now.

As a matter of fact I just past the owner of the truck this morning if I had time I would of found when I could get a hold of it. But now I'll have to wait till evening and see if I can catch him...

Another run I had to do today. I ran out to Donnelly, ID and then back to McCall, ID then home. http://g.co/maps/k7gne Here is the report... Cmg = Today's MPG Tmg = Total MPG for the tank I'll continue to post my travels for this tank.

Like I told Dripley...

You lucky though... I've also got rolling mountains and grades to travel over. I've got more of a challenge fo getting good MPG's when I'm climbing from 2,800 ft elevation to 5,200 ft just to go to McCall, ID for some quick grocery shopping. Any direction I go I got to climb grades 5% to 7% is the typical for highway out here but it not just for 1-2 miles it might be for several miles if not more. So now for me to pull 16-17 MPG with this kind of terrain and being gasser I'd say I'm doing quite well. http://g.co/maps/q84ua

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.