Mopar1973Man

Last night i got a call from a friend down the road from me asking if I would look into the error codes in a vehicle for him. So We wrote them down and I reset the codes and took a ride in the car to see if the codes return. He got on the throttle and had that little car singin' at 85 MPH and he turned to me and said I got to back out of it because of deer I seen earlier. Well wasn't much more than 1/4 mile later we saw a little car pull off the side of the road with the front end crushed. Drove on slowly and sure enough a animal had be hit. Just a little bit farther and a mess load of sheriff and ambulance was working with another car. Needless to say what happen was a elk had started across the road and the first car that we seen clip him spun him into the on coming car and the elk with through the windshield severely injuring the driver and passenger of the other car. I beg of you please slow down there is absolutely no reason to drive 65, 75, or even 85 MPH anywhere. It really sad to see please get injured or the vehicles damaged because there are "Just driving the speed limit". We like these people found out speed limit doesn't mean it safe all the time and anything can step out in front of you in the dark.Yes... I chewed my buddies arse for the speed too. :spank:I pray you heed my message...

I finally got my first snow here in Idaho... Its been dry all this time. Even the ski resorts are hurting with only 25" at the summit 7K feet...

What are you whining about... Geez... Heck I would have to swap the spare on and drive 30 miles to get flat fixed... Plus pay for it.

Not typically no... Usually you have to crank the engine to pump fuel from the high pressure side.

Call me crazy I'd use a rope plug and move on...

As it is right here... http://articles.mopar1973man.com/general-cummins/36-fuel-system/68-hfrr-testing-of-common-diesel-fuel-additives

Just like I updated the article page with basic flow calculations...[TABLE][TR][TD=width: 33%]Pipe Size[/TD][TD] Gallon Per Hour Flow Rate[/TD][TD] Gallon Per Minute Flow Rate[/TD][/TR][TR][TD] 6mm ID pipe[/TD][TD=width: 33%] 75 GPH @ 15 PSI[/TD][TD=width: 33%] 1.2 GPM @ 15 PSI[/TD][/TR][TR][TD] 1/2" ID pipe[/TD][TD] 570 GPH @ 15 PSI[/TD][TD] 9.5 GPM @ 15 PSI[/TD][/TR][/TABLE]

You guy hash it out who is doing what... Report back...

Don't have much problems with the zombies... It the wildlife out here you got to worry about... This big wolf was shot in New Meadows, ID... So it would be nice to add the fire piston too my search and rescue bags for my ATV... Just in case I spend the night... But I typically carry a 9mm with me in the woods for the wildlife...

Don't have too be... In other words you would specify every tues night at 8pm to 10pm would be chat night. Then you would adverise the chat possibly put in the calender too. But don't have to be 24/7... Not even I will commit to that much...

Just about 150K miles of use and zero problems here to report...

Sorry... Maybe you need a better phone... Also I would like to hire someone will to manage the chat room... Who wants the job of scheduling the chatroom, babysitting the chatroom so there is someone in the room during the times of schedule. Anyone willing to take the job... Might even throw in Moderator status of a forum just for the Flash chat...

Well I'm running a Cannon Super G3 Imageclass MF4150. Not exactly compact but prints a lot of page before the toner cartridge dies. But the toner is $120 bucks but it last at least 1 year for me...

I know its not fun and its rather long but a easy job to do...

Just like ISX he's posted may times of 27 MPG... Real deal...

Good Gawd Dually that's getting rusty...

We're all over there... Flash Chat

Ok... We all have off days...Worse yet its in the Common Rail froum so your still right...I guess we need the OP to fill out his signature so we both stop guessing at it...

Ugh... :banghead: I've never been in favor of directly hooking any pump to the ECM that means of the pump motor is damaged and drawing heavy amps then the ECM takes the hit directly which might of already happened. So if it was me I would give Vulcan Performance a call and talk to Eric and see if he can set you up with a wiring kit that has a relay to it. I'm not sure if such thing exist but its got to be better than direct hooking pumps to the ECM. At least this way the ECM protected from heavy amp draw...

Welcome to the family. As for the roof clearance lights I would careful remove each one and re-seal them with silicone. Then I would consider carefully romoving the console and double checking all the wiring to the bulbs and switches for corrded/rusted connections. The over headlighting has a constant +12V so all thats needed is the ground. So if there has be water getting in it might have a partial ground causing the glow.Pink wire should be +12V and the yellow wire is the ground trigger back to the headlight switch or door pins switches... (Pretty sure of my colors from memory... )

I didn't know that... :banghead: I guess your going to have to help him... Ok looking towards the 2003 factory service manual to try and fill in again... I don't know if both systems are the same. OPERATION The electronic gear selector indicator gives an indication to the vehicle operator of the transmission gear that has been selected with the automatic transmission gear selector lever. This indicator is controlled by the instrument cluster circuit board based upon cluster programming. The cluster circuitry automatically configures itself for the proper transmission and automatic transmission model based upon the hard wired transmission range sensor mux circuit input to the cluster. The gear selector indicator information is displayed by a dedicated Vacuum Fluorescent Display (VFD) unit on the instrument cluster electronic circuit board, and the VFD will not display the gear selector indicator information after the ignition switch is turned to the Off position. The instrument cluster circuitry configures the gear selector indicator VFD based upon the following inputs from the transmission range sensor: Open Circuit - If the cluster is configured for an automatic transmission and the transmission range sensor mux circuit is open, the cluster circuitry controls the gear selector indicator display based upon electronic messages received from the electronic Transmission Control Module (TCM) over the Programmable Communications Interface (PCI) data bus. If the transmission range sensor mux circuit is open and no electronic messages are received from the TCM within two seconds, the instrument cluster circuitry will not display any gear selector position until the condition is resolved or until the ignition switch is turned to the Off position, whichever occurs first. Resolved Circuit - If the transmission range sensor mux circuit is resolved, the cluster circuitry controls the gear selector indicator display based upon the resistance value of the hard wired input from the transmission range sensor. If the cluster is configured for an automatic transmission with a transmission range sensor input and detects a short to ground or an open in the transmission range sensor mux input, the instrument cluster circuitry will not display any gear selector position in the VFD. The VFD display for the short-to-ground and open circuit conditions will continue until the condition is resolved or until the ignition switch is turned to the Off position, whichever occurs first. Actuator Test - Each time the cluster is put through the actuator test, the gear selector indicator VFD will display all of its characters at once during the VFD portion of the test to confirm the functionality of the VFD and the cluster control circuitry. On models with a TCM, the TCM continually monitors the transmission range sensor, then sends the proper gear selector indicator position messages to the instrument cluster. On models without a TCM, the instrument cluster continually monitors the hard wired transmission range sensor multiplexed input. For further diagnosis of the gear selector indicator or the instrument cluster circuitry that controls this function, (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). For further diagnosis of the transmission range sensor on models without a TCM, (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 42RE/TRANSMISSION RANGE SENSOR - DIAGNOSIS AND TESTING) or (Refer to 21 - TRANSMISSION/ TRANSAXLE/AUTOMATIC - 46RE/TRANSMISSION RANGE SENSOR - DIAGNOSIS AND TESTING). On models with a TCM, for proper diagnosis of the transmission range sensor, the TCM, the PCI data bus, or the electronic message inputs to the instrument cluster that control the gear selector indicator, a DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.

None... Other that you got more strung around the engine than I do...

Raptor pump should have its own relay and power supply triggered by the ECM...Raptor should never be wired directly to the ECM...

Even when I'm hitched up to the Jayco I don't allow any gear to pulled down below 1,500 on the tach. I will always gear down and grab a gear lower. Same practice should be used on a automatic trans too.

Any oil that is CI-4 or CJ-4 rated is what you need for your Cummins.For most vehicles in the main 48 states can run 15w-40...Beyond that its just a name on a bottle...