Mopar1973Man

By chance who did you find on CF in RI???

All I can say JL Welding is pray...

Jumpjg you'll be happy with the Edge Boost Elbow it works good and limits to right at 34-35 PSI max... Works really good!

So more than likely the VP44 is shot...

All about save a the few penies here and there. :duh:I say build it right the first time...

I agree with AH64ID you got a injector giving you troubles... But the front seal thing on the VP44 is rather rare...

Done... I tend to trust the mechanical gauge more so...

From what I can remember of doing mine long ago is the Double Cardan joint has a spring in the middle so don't forget that. Make sure to grease that center joint too.

Did you set the fuel type to Gas? or Diesel? Did you Set the displacement to match you other vehicle? Did you set the fillup Offset for this vehicle? Like mine is 24% offset and Mom's 96 Gasser is a 233% offset. Did you set the tank size?

Not really going to be able to check valves and seats with this... Because only one cylinder maybe open for air pressure. As for pressure I only used 5-6 PSI because the clamp wasn't strong enough.

Well don't believe the oil pressure gauge (Stock)... But I did buy me a cheap plumbing pressure gauge and a tee and check mine at idle and was seeing 60 PSI. Even though the stock gauge shows below 40 PSI at idle.

I thought it was bad when mine exploded and just about gave my buddy a 3rd nut...

All plug N Play addons are limited to 60-65 HP period... All VP44 tapped modules are limited to roughly 150 HP... Since the wire tapped modules are after the ECM they get final say in the signal sent to the VP44 but in the cause of programmers they have to play by the rules of the ECM hence why the limits are much lower.

BlueOx caught you... 9007 is the wrong bulbs... 9004 bulbs are correct...

Be careful of the switch... First off the VP44 can and will draw its own fuel from the tank without a lift pump. So if you forget to turn on the pump it will continue to run and do damage to itsself. As for using other fuel pumps there has been many people do this... But the problem is most times out of ten the lift pump fails in a short amount of time. Holley Blue and Black pump were favorites back in the day but they last a short time and failed. So most people went to AirDog or FASS because of the lifetime warranty and moved on with life... You might run in to starting problems with high lift pump pressure at startup. This is why the ECM controls the lift pump during cranking to reduce fuel pressure to 50% duty cycle. Then once the engine is running the lift pump is running full 100% duty cycle. Typical cranking pressure is 10-12 PSI but typical running pressure is 14-20 PSI. http://articles.mopar1973man.com/index.php?option=com_content&view=article&id=49:fuel-pressure-specification-for-bosch-vp44-injection-pumps&catid=25&Itemid=107 http-~~-//www.youtube.com/watch?v=NCJjMzRImpA

Verify it with a boost tester...

Oh... Let me in here... :lol:Buddy up on the mountain admitted that his step father and himself ran a Kubota tractor without a air filter for about 1/2 a season. Well needless to say he called me up asking about the extreme amount of oil choking up out of the breather tube. Well after 10 hours of pulling the engine and disassembly the 1.1L 3 cylinder engine was ruined. The pistons, rings, bores in the block... I'm still waiting to hear what else is fried... :withstupid:So your little trip delay was easy compared to my job...

If my shoulder is healed up a bit better tommorow I'll give it a try on my truck... I've got a fresh alternator as well.

I'm going to guess you might have a manifold gasket leak...I don't think the hoist bolt hole is open to the manifold... Because don't a lot of people just throw the hoist ring?

Another way... Build a boost cap and pressurize the system...

Well lets work with last known codes... P1689 - No Communication Between ECM and Injection Pump Module Data link circuit failure between ECM and fuel injection pump. Low power, engine derated, or engine stops. Monitor & Set Conditions Communication between Engine Control Module (ECM) and fuel injection pump module is monitored when ignition is on. Injection pump module is referred to as Fuel Pump Control Module (FPCM) in test procedures. DTC may be stored if the time between CAN messages is more than 3 seconds or FPCM does not receive CAN message. Possible Causes [*] Wiring & Connectors [*] Fuel Injection Pump Relay Output Circuit Open [*] Ground Circuit Open Or High Resistance [*] Datalink (+) Circuit Open [*] Datalink (+) Circuit Shorted To Ground [*] Datalink (-) Open [*] Datalink (-) Shorted To Ground [*] ECM Testing 1. Turn ignition on with engine off. Using DRBIII® scan tool, check for DTCs. If Good Trip Counter for DTC P1689 is displayed and not equal to zero, go to next step. If Good Trip Counter for DTC P1689 is displayed and equal to zero, go to step 3 . 2. Turn ignition off. At this time, conditions required for DTC to be stored are not present. Inspect wiring and connectors between FPCM and ECM. FPCM located on top of fuel injection pump. ECM is located on driver's side of engine, just in front of fuel transfer pump and contains a 50-pin connector. If no problems exist, go to next step. If any problems exist, repair wiring or connectors as necessary. 3. Ensure ignition is off. Disconnect FPCM harness connector. FPCM harness connector is located on end of fuel injection pump. Check for poor connection/terminal contact at FPCM harness connector. Repair as necessary. Turn ignition on with engine off. Using DVOM, measure voltage between ground and terminal No. 7 (Red/Light Green wire) on FPCM harness connector. If voltage is 8 volts or greater, go to next step. If voltage is less than 8 volts, perform DTC P0215: FUEL INJECTION PUMP CONTROL CIRCUIT test. 4. Turn ignition off. Ensure FPCM connector is still disconnected. Disconnect ECM harness connector. Check for poor connection/terminal contact at ECM harness connector. Repair as necessary. Connect a test light between battery voltage and terminal No. 6 (Black/Tan wire) on FPCM connector. This is the ground circuit for FPCM. If test light illuminates brightly, go to next step. If test light does not illuminate brightly, repair open or high resistance on Black/Tan wire between FPCM and ground connection. Ground connection is located at ground connection for negative battery terminal. 5. Ensure ignition is off and FPCM harness connector and ECM harness connector are still disconnected. Using DVOM, measure resistance of White wire between terminal No. 2 on FPCM harness connector and terminal No. 13 on ECM harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open or high resistance in White wire between FPCM and ECM. 6. Ensure ignition is off and FPCM harness connector and ECM harness connector are still disconnected. Using DVOM, measure resistance between ground and terminal No. 2 (White wire) on FPCM connector. If resistance is 5 ohms or greater, go to next step. If resistance is less than 5 ohms, repair short to ground in White wire between FPCM and ECM. 7. Ensure ignition is off and FPCM harness connector and ECM harness connector are still disconnected. Using DVOM, measure resistance of Black wire between terminal No. 1 on FPCM harness connector and terminal No. 23 on ECM harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open or high resistance in Black wire between FPCM and ECM. 8. Ensure ignition is off and FPCM harness connector and ECM harness connector are still disconnected. Using DVOM, measure resistance between ground and terminal No. 1 (Black wire) on FPCM harness connector. If resistance is 5 ohms or greater, replace and program ECM. See appropriate REMOVAL, OVERHAUL & INSTALLATION article. If resistance is less than 5 ohms, repair short to ground in Black wire between FPCM and ECM.

Ok the water/fuel seperator is a suction filter so if the drain is open by chance during the pump running it will suck air through the drain so be sure you drain is closed tight. I would open the line at the VP44 and allow the pump to prime to there into a bucket. If you have to use a blow gun and a rag and put a bit of air pressure to the fuel tank to help prime it. But typically AD pumps have been good about dry priming...It might be time to contact AD and see what they got to say too.

Gov't need to get out of everyone pockets... I'm sure that coal is not like it was years and years ago...

http://articles.mopar1973man.com Come on gang... Time to take notice to the changes occuring over on the article pages. I'm getting a bunch of the information converted over ot CMS software. As I'm converting the pages over I'm killing the links on the old pages. You can't travel to the old pages but if you happen to be linked to them you can continue for a short time till I finish the conversion. I'll be pulling down the old xHTML files and removing from the server. Calling all members with articles... Any of you that have articles that are on the article side of the site please get a hold of me and I'll create your account so you can continue to maintain your information. Would be best to just call me at 208-628-3645 and then I can setup and verify with you online that you can reach all your information. Vendors/Dealers... Same thing with you guys and gals... Please get a hold of me and I'll get your information linked up so you can maintain you links, contact information, etc. Would be best to just call me at 208-628-3645 and then I can setup and verify with you online that you can reach all your information. Milestone Members... Please contact me as well so I can get you guys to update your pages on the CMS. It would be nice to have up to date information about your milestone vehicle. Would be best to just call me at 208-628-3645 and then I can setup and verify with you online that you can reach all your information. WANTED! Pictures of Trucks working hard towing, hauling, etc... No show and shine pics... I want dirty work trucks... Please email me the pictures of your truck. These pictures will be include ot the random pics at the bottom of the pages... Any concerns, problems, kudos, gripes, etc... Please reply to this thread...

As for the instrument panel it get its information over the CCD network. It relies on the other computers (ECM and PCM) to send the data across the CCD network to the intrument panel. So what happen is the ECM calls out on the CCD network and request to send oil gauge info to the instrument panel. The instrument panel has to Acknowledge it and receive the data. More on the CCD network... http://mopar.mopar1973man.com/cummins/general/ccd/ccd.htm @ MarbleCrusher... Dodge FSM's are here on the forum already... http://forum.mopar1973man.com/downloads.php?do=cat&id=19 Or go to... www.pdftown.com