Mopar1973Man

Ok... The P0122 code is from our testing last night so dis-regard the P0122 code because when you doing the voltage test with the APPS unplugged it trip that code. (Summary) Since we know the exhaust brake it triggered by a idle state of the APPS sensor it tells the ECM that the APPS is in idle state by grounding Pin 1 on the ECM this sets a timer in the ECM for about 3 seconds and then ground the pin for the exhaust brake causing it to enable. Cumminapart seems to have power and good connection on the exhaust brake wire but getting no trigger. His APPS is stock and the tag is .505 and measured a voltage of .3xx last night so it should show idle state ground. So where we stop was think of figuring out a way to trigger the exhaust brake without the ECM lead (Red Wire).

Southbend Con OFE and use my truck like a Cummins Skidder...

Thing is lets be honest and real here a second... Most people today don't have deep pockets to keep replacing parts on there truck so when someone comes up with a way to re-condition a part with a few O-rings and keep the price down... You just earned a spot on the HTML pages with your write up...

One of the new boxes has a connection to the OBDII port and picks up the Oil pressure and Boost pressure correctly... So yes SGII most likely could if we had the proper PID code for it.

Also like the oil pressure is known by the ECM but SG II can't see it either... I know what you mean...

Yeah there is a few wiring mods for extra grounds and filter to being added to the PCM. As for experience with it sorry but no I'm a manual truck which it never seems to bother them. But the filter can be purchase at most vendors on the internet.

Thank you for the wonderful write up and it will get converted to the static pages... Once again Thank you!

Thank you for the wonderful write up and it will get converted to the static pages... Once again Thank you!

Bring it to Idaho... Oh how I love to see the gassers whine some more...

Did you get any pics of this?

The rule of thumb is typical the ScanGauge II can see all factory sensor on the truck. So like I know there is no fuel pressure sensor for the lift pump so there is no fuel pressure gauge for the low side. It just a matter of addressing the PCM or ECM and getting the information.

I'll keep that in mind when mine fail again...

Well they will not tell you exact number I'm sure but they will most likely confirm that we are heading the right direction.

Over at RockAuto.com its only $16 bucks for a taillight...

MAP sensor and Coolant temperature both have bearing on the VP44. MAP sensor is going to be a measure of how much fuel to boost pressure. Once again it varies for me because my Edge Comp has the final say in way the boost pressure does in relation to the VP44 fueling map. The amount of boost is going to relate to the amount of lead in your boot and how fast your traveling like me with my 55 MPH habit now I typical see about 1-4 PSI of boost on flat ground. So boost is rather meanless to me too. Now the picture changes for me towing trailer now I'm 8-20 PSI. Coolant Temperature also has a effect with timing with a cold engine too. But if everyone is using a stock 190*F then the value is rather meaningless because this is where it matches. Typical engine temperature will vary about 193-197*F regardless of weather. It's just the cold start that is different. So now the only sensor IAT that floats around to relationship to outside temperature that weather DOES effect directly. But the funny part now going back to the old 12V days now those pumps had no relationship to coolant temperature or manifold temperatures. They just pumped fuel regardless of what the weather is so being we can gain control directly of one sensor and fool the ECM into thinking its summer why not... The coolant temperature is the same summer or winter (except for cold starts). So now everything should act like a 12V in theory. Like here in Idaho I'm still seeing snow in the high country (>5K Feet) I'm still seeing temps as low as 36-38*F in the morning but seeing high temps of 65*F now. So I'm seeing spring but my mornings are like winter time but my day is like late spring. Night time lows (May 2011) Daytime Highs (May 2011)

Dude sorry to hear it... Yeah I know what flooding and high water is like... All I can say is take care of you family first... We'll still be here when you get caught up.

Here you go... I went to the Tag cloud and checked out the wheel bearing link. http://forum.mopar1973man.com/threads/2963-Wheel-bearings-4x4-3500 Here is the other wheel bearing threads... http://forum.mopar1973man.com/tags.php?tag=wheel+bearings

7460# last time I was on the scales. Wow! You need to put that truck on a diet... Out getting a cord of firewood...

Jim is actuall on to something because as winter fuels are used the cetane is increased slightly to about ~45 cetane. This means the fuel ignites at a lower temperature easier. So with over advancement it would be like Jim is saying it would fight the pre-ignition more so. (heavy rattling noise). So using the theory of the +40*F offset to the 2nd Generation 24V engines this would give... Outside Temp - IAT Temp 30*F - 70*F40*F - 80*F50*F - 90*F60*F - 100*F70*F - 110*F80*F - 120*F90*F - 130*F100*F - 140*F I know the IAT temp to outside is NOT linear rise like I'm showing actually around 30*F there is a +50*F offset and round 90*F there is a +30*F offset. But I agree with you Russ the VP44/ECM is programmed for smog emissions. So it a matter of fooling the ECM it the direction that is the most efficent for us as owners. I really can careless about emissions because knowing I'm using less fuel I know that I'm creating less emissions too. Emissions can't be created from thin air... (Giving Russ a hand off his milk crate)

Actually is was to keep the engine fumes from entering the cab more so. Like I'm still starting my morning temps at 35-40*F but getting to a daytime high of 60-65*F. Thats one of the strange things of Idaho the night time lows rarely get above 55-60*F but the daytime highs can be near 85-90*F here at the house. This is a annoyance to me because it always cold enough to trip the grid heaters every morning. Thing is it still runs through my head that none of the 12V engine had any IAT control for the injection pump only for the grid heater. The injection pumps have a static timing (p-pump). So trying to follow ISX truck for MPG's and performance. It's possible to reduce the loss of MPG during cold weather.

Don't jump yet... I'm playing with different values and check to see the results of each. Then I might even try plugging the sensor back in and try that too... Got a funny feeling that will reduced the number slightly when the sensor is cold.

Tidbit of playing... I've now tuned down to 110*F as the weather warmed up and gaining even more MPGs... Like I said this only the design phase I'm playing with the temp setting and see the result differences... I'm closer to 23.5 to 24 MPG making a trip to New Meadows, ID to get propane. No topper! Winter fronts are now off for the season.

On rare occasions mine does the same thing but very very rare...

I'm prayin' for ya...

I think the whole problem of these bearing is the lubricant they use in them and how much. That is the only thing I hate about those bearing is there fact there is no way to pump more grease into them as a maintenance thing.