Mopar1973Man

Another way of loooking at it... During my firefighter days I seen a lot of fire truck being pump tested. The last test rig was really cool. He had a trailer with a 2,000 gallon tank and a few bits of plumbing and baffles. Well getting to the point is during a single pump testof 15 minutes we would have to dump that 2,000 gallons and reload the tank why because the pump in 15 minute would raise the water temp from 35-40*F to over 130*F making it unusable for the next test. Ok what this got to do with anything. Well when you look inside a TQ Convertor any of them you got what is like a pump in theory. But the walls of the pump are lined with pockets... So during you stall moment you raising the RPM's great as ISX points out and then drops into gear adding more throtle to keep it going during this time the engine half of the TQ convertor is turn against the Trans part of the TQ converter which is NOT turnning at all! So during this time that you easing out of the throttle the trans fluid in the torque convertor is rises very rapidily causing the fluid to thin out. Now of course this is not heating all the fluid just the TQ Conv. Now like SASQCH points out that once it does idle the LOD number is up to like 20%. So this is showing the fluid drag in the TQ Conv and the fluid is still thick. Now as his trans warm up the LOD drops to 10% or so. Thinking out loud again... --- Update to the previous post... Here is a killer PDF about the toyota TQ Conv but explains the operation really good... http://www.autoshop101.com/forms/AT02.pdf

Trick to try... Anything your worried about corroding over winter spray a light coat of WD40 on everything and it won't corrode. You don't have to make it dripping wet but to cover the article in a light oilly coating. Just wash with soap and water. Another way but you'll hate it is to cover the article in car wax and then buff it out in the spring. I found this works too but the wax really harden up after a long sit and is a real PITA to get back off.

Suggestion... Since the truck doesn't fit in a garage... Do you have any large tree(s) or other covering structure like a barn? Like out here every vehicle has a place of cover. Like the 2 daily driver pickups are in the garages and the older cars even though they are not use are parked under trees with tarps on them. The hail still makes it down to the cars but... The rate of fall is slowed considerably...

Valve adjustment... http://mopar.mopar1973man.com/cummins/2ndgen24v/valve-adj/valve-adj.htm Too much timing? Use a live data tool and check the IAT sensor for correct temperature. Incorrect IAT temp can/will offset the timing more advanced. Plus on top of that the standyne is a cetane booster... Cetane improvers modify combustion in the engine. They encourage early ignition of the fuel. They encourage premature combustion and excessive rate of pressure increase in the combustion cycle.

The only reason why I say that I don't agree with them... 1. It mounts in the factory location. Too far from the fuel tank a pump is not designed to suck... A pump is design to push fuel. 2. FASS DDRP is only rated for 45 GPH which just happens to be 10 above a stock Carter pump. Bosch requires at least 70% of the fuel return to the tank so if the WOT of astock truck is around 18-20 GPH how can a 40-45 GPH pump supply 70% volume return it can't... This is why I suggest at least a 95-100 GPH pump even stock. So that right back to FASS, AirDog or Raptor. 3. By the time you add a big line kit and relocate the pump and get done you spent more money on the FSS DDRP pump and the big line kit than a Raptor... 4. The other sad part is the FASS DDRP is not a lifetime warranty. AirDog, Raptor and full FASS are lifetime warranties...

Thank you... I think I need to change deodorant then... Sniff Ugh! Well I guess wisdom comes with age... Thank you sir!

Thank you Mom... Love's and Kiss back at you!

Holy cow! Man that is a mess... You need to clean your desk more often! But I do like the desk itself well made and mounted to the wall...

I still keep thinking its something to do with the trans/TQ conv. Because like you said ISX if you got it pass the stall point and ran for few second problem is gone. So I'm going to assume the trans fluid / TQ Conv is lugging down the truck.

Might consider dropping the blower motor out and take a look at it...

From what I remember a lot of that could be done by yourself with a suction cup. I'm pretty sure NAPA or simular part stores carry them.

Sorry... My yard not big enough... Seriously its wonderful to look out the window and watch Mother Nature do her thing and change the weather and everything. Here is the command post...

This is really good advise to take from simple thing as like being pulled over for a ticket or anything...

Stainless should hold up to the exhaust manifold stuf rather well... As for me I would of taken the normal hex head bolt... I just seem to have a bad time concerning allen head cap screws...

Well if you below the 10 PSI of fuel pressure strange thing might happen as far as power and acceleration. Keep it in the green for best performance.

If you got the expensive Cummins Insite software you can plug into the CANBUS under the hood near the ECM. But the OBDII port under the dash is the only port to read error codes. I've seen a few cheap reader not report ECM codes for some reason... even my SGII has done it a time or two now...

May I ask what air filter your running?

Wow! That's got to suck big time to have a truck damaged heavily from hail... Would you possibly post up some pics of the damage maybe someone has a idea on how to help repair your truck.

Here is the 8 hours of video compressed in 2.5 minutes... This was again setup as a time lapse with 1 frame every 5 seconds... http-~~-//www.youtube.com/watch?v=5VxKzjTRCtQ

What bugs me is the P1693 cannot exist by itsself there is more error codes present you might need a better code reader to get it out.

I still say its going to be a trans thing plus your idle RPM's. Like my truck with a manual shows 0 LOD all the time in neutral the only time I see it rise is with a exhaust and/or high idle. But my normal idle is much higher they you SASQCH... My normal idle is 840-860 RPM's. So my thought is the TQ Conv is drawing down that 100 RPM creating the LOD change...

Did you see about those error codes?

PCM is on the passenger side firewall... ECM is on the driver side of the engine block... Then yes the P0606 is a ECM fault code. Driver side ground takes care of the ECM ground...

Run both filters... But now instead of changing oil at 7,500 according to Dodge's Owners Manual so I change oil and main filter every 10K miles. So I change Frantz filter every 5K miles...

Normal oil filter is about 20-30 micron... A bypass oil filters are down to 1/2 micron... (At least Frantz) Check this out... http://forum.mopar1973man.com/showthread.php/1688-80-000-Miles......No-Full-Oil-Change