Mopar1973Man

You do have a point there... :bang: But still even with good water (distilled and coolant) and you leave the coolant in too long you will end up with the same problem in time... But I've been changing every 30K miles... Here is mine at 100K miles and 5 years...

I'm currious if you got a result on the error codes? :confused:

Becareful Gasser... Your right the first time... The wastegate if rusted shut so the P0234 code is present becase the boost exceeded limits. Washing the MAP sensor isn't going to to correct this problem. But full removal of the wastegate motor and working the watesgate free will correct this problem. P0234 code means the MAP sensor is working properly because it sensed over boost condition. Yeap Gasser is right about the rest of the codes... But I would suggest you get some gauges at least ofr your truck so you can monitor Pyrometer, boost, and fuel pressure.

Depends on what you tagged the gauge for? You must enter AVG for the gauge letters... So if you tagged the gauge AAA thats what it will be till you change it...

Funny... I've been using tap water so far for the life of the truck and not even had a bit of rust or anything at 5 years and 100K some odd miles... Even took pics... I'm on well water but normally load with irragation water (creek water)... Crazy maybe... But Zero build up, Zero failure yet...

It so I would use a live data tool like ScanGauge II to verify the IAT temps. Grid heater are not enabled till about 60-65*F and colder. So getting a live data tool and checking would tell you a bunch...

Problem with it its only a 40 GPH pump compared to AirDog, Raptor, or Full FASS at 100/150 GPH. Then by the time you add the relocation kit to it you got a price very very close to a Raptor but still the Raptor is lifetime warranty and comes with relocation and doesn't require ording from a second supplier for parts. so comparing... FASS DDRP to Raptor you end up paying just as much for a limited warranty, sub standard pump, that still barely meets the requires of ONLY a stock truck... So with a Raptor it good for at least 500 HP of toys...

Be aware the only reason for a heater core, oil cooler or radiator leakage is from lack of coolant changes. Dodge recommends that you change every 30K miles. Now from a few posts I've been informed that the oil coolers are a dealer only item and costing upwards of about $600 bucks... :shocked:

OMG! Guys... I would check codes just for the starts of things...

Just to verify you can't have 3 cylinder high idle with the pulse correct? :confused:

IAT sensor controls the grid heater you can test it by reading error codes and by using a live data tool like a ScanGauge II. 99% of the time the IAT is just fine but the relays are known to fail... Check the to light gauge wires for voltage and then check them back at the ECM for voltage too...

Like myself I'm doing work here in the idaho valley for $65 a hour. Reasonable price...

My favorite scanner been a ScanGauge II nice little tool for scaning error codes and showing live data from the computers...

Got error codes? :confused:

:hijacked: Hmmm.. Bad news... I normally avoid places like that and it seems that the racing and performance crowds tend to bring the punks and rough necks in and makes for forum fighting... Back to the How old you are thread...

Like myself I'm looking to hook up with the local school in town and start doing the maintenance for there school bus since there isn't anyone locally that can handle diesels. I got the market to myself...

Catch me if you can with 21-22 MG AVG and 25.3 MAX MPG... Looking to exceed this...:eek:

No codes present at this time... That what got me scratchin' my head...

BBT... come gang help him out...

The only thing about Chip that i don't tend to agree with is... Yes a VP44 will run on ZERO PSI of pressure... But no one has ever dyno a vehicle for long haul distances with 5 PSI and proved without a doubt that 5 PSI is enough. Now I know Chip has put pump on his pump stand and run the with 5 PSI and done well. But once again there is no long term testing of this. There is not a single person that can stand up in the crowd saying he's put on more than a 100K miles with 5 PSi of fuel pressure... :shocked: Yes running a race truck down the 1/4 mile track with 5 PSI will survive the trip. But we don't race for a living we drive long haul like CajFlynn with over 760K+ miles on his truck! Ok another thing the overflow valve opens at 14 PSI so at pressure below this there is no extra cooling and lubrication happening for the pump. This why most set there pump to push about 15-17 PSI so that valve is slightly open and a few extra GPH is flowing through the pump adding to the cooling/lubing purpose. Low pressure means low volume of feed. So the lift pump and supply tubing is restrictive and the VP44 is starving for that extra fuel. Bosch itsself even states "70% of the supply is suppose to be returned to the tank only 30% is to be burned" Now here that from Bosch (the pump manufacture) that raises a eyebrow. Now to give you a feel for consumption... Stock fuel pump supplies roughly 25 GPH with stock lines. My truck with just a Edge Comp on 5x5 will consume 27 GPH at WOT... :shocked: The stock lift pump cant keep up with stock pumping... That why I went for a AD 150 with 1/2 inch lines... :thumbsup:

No sweat... But here you go... There is the write up too... http://mopar.mopar1973man.com/cummins/general/winter-fronts/winter-front.htm And the thread just in case... http://forum.mopar1973man.com/showthread.php?t=29&highlight=winter+front

Fuel pressure is too low to start with...:eek: http://mopar.mopar1973man.com/cummins/2ndgen24v/fuel-pressure/fuel-pressure.htm so its really possible your slowly killing that VP44 with lack of fuel pressure. Being the only thing that cools and lubes the VP44 pump is the extra fuel pressure. It like running a engine with 8 PSI of oil pressure there just not enough to keep the metal to metal surfaces lubed and cooled with a lubricant like diesel fuel.

Geez... I which I would of got pics of both a 3rd Gen and 2nd Gen injectors... The guy in Lewiston had the injectors laying on the bench all fillet out.. Basically its a shim, spring, pintle, nozzle. Then he showed me the guts of a 3rd gen injector and why they fail so quickly. It a long story to put in this post but it comes down to the bad fuel system and filters... For both VP44 and CR Engines...

Basically it a open forum yet to the other premium members so lets respect them too... But we can be a bit more relaxed here too... This is for you paying members to just hang out... Things you don't want the public to see basically or don't want to share with everyone...

Sense to place in your mind... Your 60 miles from any town, no cell service, it -20*F outside, snowing, and getting dark what do you do? That list will get you through it.. Like I said most times the sockets get left at home... There not for my truck there for all the broke Ford's and Chevy's I find on the highway...(got poke a bit a fun in)