Mopar1973Man

Yeap... Confirming W&F the error codes are all death codes... Time for a VP44 P0251 /threads/2573-P0251-Fuel-Inj.-Pump-Mech.-Failure-Fuel-Valve-Feedback-Circuit">http://forum.mopar1973man.com/threads/2573-P0251-Fuel-Inj.-Pump-Mech.-Failure-Fuel-Valve-Feedback-Circuit P1688 /threads/2627-P1688-Internal-Fuel-Injection-Pump-Controller-Failure">http://forum.mopar1973man.com/threads/2627-P1688-Internal-Fuel-Injection-Pump-Controller-Failure P1689 /threads/2628-P1689-No-Communication-Between-ECM-and-Injection-Pump-Module">http://forum.mopar1973man.com/threads/2628-P1689-No-Communication-Between-ECM-and-Injection-Pump-Module Like we talked on the phone about marginal fuel pressure and it effects now you seeing the codes. The "Binary" on off problem is the P1688 and P1689...

Well the pump seem OK (marginal at best). If it was me... I would disconnect the fuel line at the tank and blow the enitre system out. Drain the filter housing... Then reprime the entire system and see if it starts. If the truck is in a semi-heated garage then it should be just a matter of re-priming the system....

Had a single beer... Talked to a few friends on the phone... Went to bed... Just another cold arse night here...

Look like the overhead is going for a dirt nap... All I can say is duoble check all the wiring to it and make sure the sockets and pins are not damaged...

Hmmm... Your 1,000# lighter than I am... Full tank of fuel, me in the saddle, mine weighs out at 7,300# = 4,400# Front axle + 2,860# But now with all the stuff in the bed of the truck and the topper I'm closer 7,900#... So I understand why you get better numbers...

Yeah but HFRR score above 400 is pretty rough on rotory pumps...

Always hate when people hacked up electrical to try to correct problems. I should ask Timbo to create a extra lead in his patch cord for ground... (TQ Conv lock up issue)

Well I'll be busy stoking fires in both houses and keeping them warm... It only 22*F here but suppose to drop to -3*F by later tonight... Brrr...

Few other factors... [*]24V 98.5 to 02 have the lower compression ratio ever in all Cummins ISB engines. (16.3 or 17.0) Where the rest of them ar 17.5 and up... ISX knows the numbers. [*]VP44 has dynamic timing that will constantly change to road load, temps (IAT) etc. Where Ppump is static and never changes. [*]I think ISX truck is a bit shorter in height and weight a few thousand pounds less (Guessing here). [*]MO. Is for sure more flat than ID. is... [*]Fuels could be a factor I'm not certain if ISX's winterized fuels are as aggressive as up North.

Nice simple fix... That will keep thieves from trying to pry open the rear window. (If they look!)

ISX is right... Just dropping 20-25 pound per tire from 265/75 R16 to 235/85 R16 gain me MPG really quick. (Rolling resistance and rotational mass) Talk to THRacing his truck is 4.11 gear and getting some good MPG. Frontal area will always have a effect. The lower you can get the truck better the MPG's. When was the last time you saw a NASCAR standing 7 feet in the air? Not trying to be a punk but the fact is there is nothing efficent above standing tall in the air. Might look cool but that's it it look cool and your wallet is drained. Crack manifold is for sure dropping your turbo drive pressures... Lowering the boost... Black smoke (unburnt fuel) The extended idling will kill the MPG's too... I try to only idle till I see about 90-100*F on the ScanGauge II and then take off this allows the engine oil to at least be like summer start temps. It only takes me 2-3 minutes to this...

Hmmm... You might check over your wiring for a short. I know from past experiences that yes if the APPS is unplugged it will just sit and idle. (0 Volts) But for some reason the APPS sensor line is seeing more than 0.6 volts...

2 Diagnostics to try... /threads/2556-P0122-Accelerator-Position-Sensor-(APPS)-Signal-Voltage-Too-Low?highlight=p0122">http://forum.mopar1973man.com/threads/2556-P0122-Accelerator-Position-Sensor-(APPS)-Signal-Voltage-Too-Low?highlight=p0122 /threads/2557-P0123-Accelerator-Position-Sensor-(APPS)-Signal-Voltage-Too-High">http://forum.mopar1973man.com/threads/2557-P0123-Accelerator-Position-Sensor-(APPS)-Signal-Voltage-Too-High These 2 test will validate the wiring to the APPS and ECM.

This is where the old school "Adjust the APPS sensor to match the voltage" bites you... It all about the idle validation signal... --- Update to the previous post... Ok... DVM is used the same way but put your black lead on the clip (in Pin #6) and the positive lead on positive terminal you should see +12V at idle and 0V at throttle...

Just like how you did the voltage adjustment you used the paper clip on the plug... Just check to see if there is a ground signal present on idle validation pin.

I'm due to adjust my parking brake again...

Something is either cancelling it... [*]Brake being pressed [*]Engine coolant above 170*F [*]Transmission in gear (Auto) [*]Movement detected (>1 MPH) [*]Throttle above idle position The throttle need to been showing a ground signal on the idle validation pin to the ECM for high idle to show. Pin #6 should show a ground signal. But pin #2 should be open.

Ok... Run #2 I change thing on the truck a bit to match ISX as much as possible. [*]Change my Cooper STT's 265/75 R16 to my Big O AT's 235/85 R16 [*]Removed the winter fronts [*]Turned ON the Edge Comp 5x5 The same resistor was used again. 2.7K ohm (132*F IAT temps) Now I ran the trip again to New Meadows, ID the roads are snow covered, current weather is 3*F above, light to no winds, speed ranging between 45-55 MPH with some use of 4WD. When I reached New Meadows I had a few stops to make so during the stops I used the 6 cylinder high idle. When I got to my final stop I shut down for about 2 hours. (Stopped a friends house) Then fired back up and left for home. Pulled in the driveway with 19.5 MPG on the SGII... I'd say that a winner in my book... PREVIOUS TEST WITHOUT EDGE COMP