Mopar1973Man

Catholic...

Well I know there is a way of doing it... I've seen several adapt 10 speeds to a Cummins so I'm sure with a little research you'll get that tranny plugged in. I will admit you've out step me but I'm sure there is a few members her than can answer your question about adapting that beast to it.

No I think you got it figured out... I remember somewhere I read about another person that had a anti-thieft system causing the very same issues. So I would look into the CTM...

Well there is 3 things a VP44 requires to be happy... [*]Fuel pressure kept above 14 PSI. (Check!) [*]Fuel filter less than 10 micron (Unknown?) [*]Fuel Lubricity less than 450 HFRR (Unknown?) You got to remember todays fuel (~520 HFRR) doesn't meet Bosch standards for the VP44 or the CP3... http://articles.mopar1973man.com/general-cummins/36-fuel-system/68-hfrr-testing-of-common-diesel-fuel-additives As for filtration diesel standard is usually 10 micron but with tighter tolerances inside both the VP44 and CP3 pumps its best to use a high quality filter that gets down towards 2-3 micron. Better protection from debris.

Here is how to test cranking pressure...

I got a question to ask here and hopefully find a answer to this... I've got a 2008 Honda Rancher ATV I use here on the property for hauling stuff around.But my question is why is the Honda 420 Rancher have a oil change interval of 600 miles (or 100 hours)? What weird is my 83 Goldwing has a oil change interval of 6K miles. So why is the ATV thousand times less between oil changes?I'm considering moving to the 100 hours invertal even though the service manual specifies the miles first before hours. But I can blow through the 600 miles in no time in the summer being I get around 80-90 miles on a tank of fuel (3 gallons) I can suck up 2 tanks of a fuel in a day of riding through the forest looking for wood cutting spots.As for my oil its been dark brown colored but never black at 600 miles...

Yes... The CTM (Anti-thief) will prevent the engine from running I would look into fixing that and I think you'll find the truck will start... Once again welcome to the site... As for stupid questions... There is no such thing as a stupid question here on the site... The only way you are going to learn is to ask questions.

I'm not the type to pass around emails and such but this was a very pretty email and I wanted to share it with all you. In these troubling times it might be a good idea to say a simple prayer... God Bless... [TABLE=class: MsoNormalTable] [TR] [TD=bgcolor: transparent] ASAP!! "Always Say APrayer" Please do not break. Just 32 words, "God, our Father, If it is your will, walk through my house and take away all my worries and illnesses and please watch over and heal my family in Jesus name, Amen." This prayer is so powerful. Pass this to 12 people including me. Do not break or ask questions. Does God come first in your life? If so, stop what you are doing & send it to 12 people now Watch what He does! [/TD] [/TR] [/TABLE]

When my AirDog actually dies I might go that route...

Chatroom now has a ad banner that is being rotated in the upper banners... So now everyone will know when and where...

Actually the VP44 will most likely have to be replaced... I would suggest you contact one of the many vendors we have here for prices. But I'd still suggest you talk to the vendor about a good fuel system and a fuel pressure gauge. Basically the extra fuel pressure is used a lubricant and coolant for the VP44 pumps so when the lift pump gets weak <14 PSI they start to take on damage and gets worse with time. Basically like running a engine with low oil pressure it will survive for quite awhile but someday the engine would fail. same with the injection pumps they will run and run with little to no fuel pressure but eventually they fail too. So sad to say this will have a comma in the price tag. No doubt... Fuel Pressure Gauge New Lift Pump (Raptor / FASS) Reman VP44 As for the P0234 error code that you can fix yourself. Just remove the turbo from the truck and remove the wastegate motor shaft from the bellcrank on the exhaust housing. (Small E Clip) Once the rod is off just carefully work the arm back and forth till freed up good. Your going to need PB blaster or similar to break it free. If it frozen and can't be freed you might consider hunting the salavage yards or vendors for a replacement turbo.

P0234 - Is not a MAP sensor problem... It a Wastegate issue! http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/165-p0234-turbo-boost-limit-exceeded P0216 - Is a lift pump and fuel pressure issue that has killed the VP44... Do you have a fuel pressure gauge? http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/161-p0216-fuel-injection-pump-timing-failure

I'm not a teacher... I'm not a ASE Certified Mechanic... I don't work Chrysler, Mopar or Cummins... I'm just a every day Joe like yourself that wants a good running truck... That's all... What I am is a Certified Computer Tech. (22 Years Experience), Firewood Hauler, Fire Fighter (6 Years), and now Search And Rescue (2 Years), Web Site Manager (5 Years). What I think makes it seem so easy for me is the all the years of working with logic chip and logic code. So when you working with diesel problem most times it can be answered by logic thinking.

Not a bad idea... Good design...

Then there is more forms of drag. Rotational mass, rolling resistance, brake drag, etc. But for simple terms slowing down has the biggest impact of MPG gained.

Key trick only works well for the 02... 98.5 to 99 don't work at all... 00 does work for the most part but some times only reports the PCM. 01 Only reports the PCM you need a OBDII code reader to get the ECM. 02 works and reports both PCM and ECM. You should see 2 P Dones like this video... --- Update to the previous post... Key trick only works well for the 02... 98.5 to 99 don't work at all... 00 does work for the most part but some times only reports the PCM. 01 Only reports the PCM you need a OBDII code reader to get the ECM. 02 works and reports both PCM and ECM. You should see 2 P Dones like this video... http-~~-//www.youtube.com/watch?v=7XQJmaIF9Do

Must remember wind drag is calculated from the frontal area you cutting through the wind. So measure the height and width compared to the height and width of just the truck. Then the wind drag is exponential from 55 MPH and up. So from 55 to 65 MPH wind drag doubles and from 65-75 MPH wind drag is now x4... Any speed from 55 MPH and below is the most efficient. I cross the scale at 16,080# GCW last summer... I'm 11'6" tall, 8' 0" wide and 52' long...Traveling at 50-55 MPH hauling over 7% grades... I still pulled off 14.1 MPG...

I kinda of knew the 6.7L fuel system had problems...

I'm closing in on 200K miles on a VP44...

I kinda of knew 6.7L fuel systems was going to be a problem.

I was going to say the same thing it looks like a balance cut on the hub of the compressor wheel. But I will say you NEED a better air filter and clean the turbo there is way too much dirt in that turbo!

Guys are right... http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/231-p1693-dtc-detected-in-companion-module

That is odd that the fuel pressures appear to be totally normal but the VP44 is behaving the way it is... The only thought is possibly a air leak?

You'll be fine... Yes you'll contribute something to the site as soon as you complete your project... Might be a good idea to post up the part numbers so other might find this post later when searching for answers.

Now you understand why there is such a problem with wolves up here. It not the kind like your average dog these things are huge.... Mountain Kitty doesn't bother me as bad as one of these critters...