Mopar1973Man

I check all through my books and I can seem to find any reference to 3 cylinder high idle in a 3rd Gen... There is no TSB for the flash like the 2nd Gen 24V... :confused:

CAD system is a vacuum operated system on the front axle. There is a vacuum diaphram that pulls/push the locking collar on the axle locking into 4WD or returning to 2WD function. But is common for vacuum line damage to causes issues with CAD axles. Non-CAD axles are locked solid all the time. The Transfer case does the locking and unlocking function.

Hmmm... Do you have the CAD (Center Axle Discconect) axle in the front? Could you update your signature with information about your truck then I can at least look up information concerning your model and year...

I'll double check my books and see if the same rule applies to the 24V... But from a gut feeling I would say Yes!...

No... I'm the one that run around all summer long without grid heater remember? But for the sake of the thread I'll go out and test the voltage on mine...

I was out surfing around the internet... Looking at the different injection pump places and saw this notice box over at Industrial Injection... http://www.industrialinjection.com/ BEWARE of cheap Chinese imitation turbochargers and fuel injection parts sold on EBay and other web sites. They are not built of high quality parts or materials and have high failure rates. These knock-off parts are sold as name brand and under MAP pricing. The parts being sold as new on EBay or other auction web sites are not Industrial Injection products. Industrial Injection sells ONLY genuine original products.

Sureeeee, make me go out and test the voltage why don't you!

Using Malfunction Indicator Light (MIL) 1. Ensure battery is fully charged. Turn ignition on and note operation of MIL. When ignition is first turned on, MIL should come on and remain on for 3 seconds to verify bulb and circuit operation, and then go off. 2. Attempt to start engine. Turn ignition off. Without starting engine, turn ignition on, off, on, off and on within 5 seconds. Record 2-digit DTCs as displayed by flashing MIL. 3. For example, DTC 24 will be displayed by 2 flashes, short pause, and then 4 more flashes. A short pause will exist between first and second digits on DTC. If more than one DTC is stored, after first DTC is displayed, there will be a longer pause and then another stored DTC will be displayed. 4. Once all DTCs are recorded, retrieve DTCs using scan tool to ensure all DTCs are obtained. See USING SCAN TOOL. Using Scan Tool 1. Ensure battery is fully charged. Attempt to start engine. Turn ignition off. Connect scan tool to Data Link Connector (DLC). DLC is located below instrument panel near steering column. 2. Turn ignition on. Using scan tool manufacturer's instructions, record all DTCs displayed on scan tool. Using all DTCs obtained, proceed to SELF-DIAGNOSTIC TESTS . Once all repairs are made, ensure DTCs are cleared from PCM memory. See CLEARING DTCS. http://forum.mopar1973man.com/attachment.php?attachmentid=74&stc=1&d=1260588746 http://forum.mopar1973man.com/attachment.php?attachmentid=78&stc=1&d=1260589692 http://forum.mopar1973man.com/attachment.php?attachmentid=79&stc=1&d=1260589692 http://forum.mopar1973man.com/attachment.php?attachmentid=80&stc=1&d=1260589692 ........................................................................................................ P0783 - 45

Ok after pulling out the big book and doing some reading on this... As for the specs on the TQ converter I don't have any you might have to contact a trans shop and get that information... Drags Or Locks Up Check for low fluid level, dragging or failed clutch, improper front or rear band adjustment, internal transmission case leaks, servo band or linkage malfunction, worn overrunning clutch, broken planetary gears or dragging torque converter clutch. TORQUE CONVERTER CAUTION: Torque converter is a welded assembly and is not serviceable. If a malfunction occurs or if torque converter becomes contaminated with foreign material, it MUST be replaced. Torque converter cannot be flushed or repaired. CAUTION: DO NOT open throttle to wide open position for more than 5 seconds or transmission may be damaged. If performing more than one torque converter stall speed test, operate engine at 1000 RPM with transmission in Neutral for at least one minute to cool transmission fluid before performing next torque converter stall speed test. Stall Speed Test 1. Install tachometer. Ensure transmission fluid level is correct. Start and operate engine until transmission fluid is at normal operating temperature. 2. Block front wheels. Apply parking and service brakes. Place transmission in Drive. Open throttle to wide open position for no more than 5 seconds and note engine RPM, then release throttle. This is the torque converter stall speed. 3. Torque converter stall speed should be 1800-2300 RPM. Once torque converter stall speed is obtained, place transmission in Neutral. Operate engine for one minute, allowing transmission to cool. Stop engine. Place transmission in Park. Remove tachometer. Stall Speed Exceeds Specification If torque converter stall speed exceeds specification by more than 200 RPM, transmission clutch is slipping. Stall Speed Less Than Specification 1. If torque converter stall speed is less than specification with a properly tuned engine, torque converter overrunning clutch may be slipping. 2. If torque converter overrunning clutch is slipping, torque converter stall speed will be 250-350 RPM less than the specification. Vehicle will operate properly at highway speeds, but will have poor low-speed acceleration. Stall Speed Is Within Specification If torque converter stall speed is within specification, but abnormal throttle opening is required to maintain highway speeds, torque converter overrunning clutch is seized. Torque converter must be replaced.

NO RESPONSE FROM ENGINE CONTROL MODULE Testing 1. Turn ignition on. Using DRBIII® scan tool, attempt to communicate with Powertrain Control Module (PCM). If scan tool communicates with PCM, go to next step. If scan tool does not communicate with PCM, go to NO RESPONSE FROM ENGINE CONTROL MODULE & POWERTRAIN CONTROL MODULE . 2. Turn ignition off. Check power and grounds for Engine Control Module (ECM). See CHECKING ENGINE CONTROL MODULE POWER & GROUND CIRCUITS under DIAGNOSTIC CIRCUIT CHECK. Repair as necessary. If power and grounds for ECM are okay, go to next step. 3. Ensure ignition is off. Disconnect ECM harness connector. ECM is located on driver's side of engine, just in front of fuel transfer pump and contains a 50-pin connector. Disconnect scan tool from Data Link Connector (DLC). Using DVOM, measure resistance between ground and terminal No. 39 (Dark Green wire) on ECM harness connector. If resistance is 5 ohms or greater, go to next step. If resistance is less than 5 ohms, repair short to ground in Dark Green wire. 4. Ensure ignition is off. Using DVOM, measure resistance of Dark Green wire between terminal No. 39 on ECM harness connector and terminal No. 6 on DLC. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in Dark Green wire. 5. Ensure ignition is off. Using DVOM, measure resistance of Pink/Dark Blue wire between terminal No. 38 on ECM harness connector and terminal No. 7 on DLC. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in Pink/Dark Blue wire. 6. Replace and program the ECM. NO RESPONSE FROM POWERTRAIN CONTROL MODULE Testing 1. Turn ignition on. Using DRBIII® scan tool, attempt to communicate with Engine Control Module (ECM). ECM may also be referred to as Cummins Controller. If scan tool communicates with ECM, go to next step. If scan tool does not communicate with ECM, go to NO RESPONSE FROM ENGINE CONTROL MODULE & POWERTRAIN CONTROL MODULE . 2. Turn ignition off. Check power and grounds for Powertrain Control Module (PCM). See CHECKING POWERTRAIN CONTROL MODULE POWER & GROUND CIRCUITS under DIAGNOSTIC CIRCUIT CHECK. Repair as necessary. If power and grounds for PCM are okay, go to next step. 3. Ensure ignition is off. Disconnect Gray 32-pin PCM harness connector C3. Disconnect scan tool from Data Link Connector (DLC). Using DVOM, measure resistance between ground and terminal No. 29 (White/Violet wire) on PCM harness connector C3. If resistance is 5 ohms or greater, go to next step. If resistance is less than 5 ohms, repair short to ground in White/Violet wire. 4. Ensure ignition is off. Ensure Gray 32-pin PCM harness connector C3 is still disconnected. Using DVOM, measure resistance of White/Violet wire between terminal No. 29 on PCM harness connector C3 and terminal No. 14 on DLC. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in White/Violet wire. 5. Ensure ignition is off. Ensure Gray 32-pin PCM harness connector C3 is still disconnected. Using DVOM, measure resistance of Pink/Dark Blue wire between terminal No. 27 on PCM harness connector C3 and terminal No. 7 on DLC. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in Pink/Dark Blue wire. 6. Replace and program the PCM. NO RESPONSE FROM ENGINE CONTROL MODULE & POWERTRAIN CONTROL MODULE Testing 1. Turn ignition off. Check power and grounds for Engine Control Module (ECM) and Powertrain Control Module (PCM). See DIAGNOSTIC CIRCUIT CHECK . Repair as necessary. If power and grounds for ECM and PCM are okay, go to next step. 2. Ensure ignition is off. Reconnect all disconnected components. Disconnect PCM harness connectors. Turn ignition on. Using DRBIII® scan tool, attempt to communicate with ECM. If scan tool does not communicate with ECM, go to next step. If scan tool communicates with ECM, replace and program the PCM. See appropriate REMOVAL, OVERHAUL & INSTALLATION article. 3. Turn ignition off. Ensure PCM harness connectors are still disconnected. Disconnect scan tool. Disconnect ECM harness connector. Turn ignition on. Using DVOM, measure voltage between ground and terminal No. 7 (Pink/Dark Blue wire) on Data Link Connector (DLC). If voltage is one volt or less, go to next step. If voltage is greater than one volt, repair short to voltage in Pink/Dark Blue wire. 4. Turn ignition off. Ensure scan tool, ECM and PCM are still disconnected. Using a DVOM, measure resistance between terminal No. 7 (Pink/Dark Blue wire) and terminals No. 6 (Dark Green wire) and No. 14 (White/Violet wire) on DLC. If resistance is 5 ohms or greater on both measurements, go to next step. If resistance at either measurement is less than 5 ohms, repair short between SCI transmit circuit and appropriate SCI receive circuit that indicated less than 5 ohms. 5. Ensure ignition is off. Ensure scan tool, ECM and PCM are still disconnected. Using a DVOM, measure resistance between ground and terminal No. 7 (Pink/Dark Blue wire) on DLC. If resistance is 5 ohms or greater, go to next step. If resistance is less than 5 ohms, repair short to ground in Pink/Dark Blue wire. 6. Ensure ignition is off. Ensure scan tool, ECM and PCM are still disconnected. Using DVOM, measure resistance of Pink/Dark Blue wire between terminal No. 38 on ECM harness connector and terminal No. 7 on DLC. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in Pink/Dark Blue wire. 7. Ensure ignition is off. Ensure scan tool is disconnected. Disconnect negative battery cable. Using DVOM, measure resistance between ground and terminals No. 4 (Black/Light Green wire) and No. 5 (Black/Tan wire) at DLC. If resistance is less than 5 ohms on both measurements, go to next step. If resistance at either terminal is 5 ohms or greater, repair open in appropriate ground circuit that indicated 5 ohms or greater. 8. Replace and program the ECM.

I know several people have asked about grid heater times and when it starts... Well here you go... GRID HEATERS Above 59*F ........................ 0 Seconds ............................ No Post Heating 15*F to 59*F ...................... 10 Seconds .......................... Post Heating 0*F to 15*F ........................ 15 Seconds ......................... Post Heating Below 0*F ........................... 30 Seconds ......................... Post Heating Remember block heaters tend to offset the intake air temp so be aware that block heater will do this. Also be aware that there is 2 grid heaters and during the pre-heating both elements are used during the post heating it might be 1 or 2 depending on temp at the IAT. Now each grid heater is 95 AMPs a piece for a total of 190 AMPs total draw so this is why is so critical that your batteries are strong in the winter time!

Still a bit stuborn at twisting over... I noticed you battery voltage is quite low during the grid heater cycle...:eek:

CHECK ENGINE Light Diagnostic Mode 1. Start engine (if possible). Move transmission shift lever through all gear positions, ending in Park. Turn A/C switch on, then off (if equipped). 2. Turn engine off. Without starting engine again, turn ignition on, off, on, off, and on. Record 2-digit fault codes as displayed by the flashing CHECK ENGINE light. 3. For example, Code 23 is displayed as flash, flash, 4-second pause, flash, flash, flash. After a slightly longer pause, other codes stored are displayed in numerical order. 4. Once CHECK ENGINE light begins to flash fault codes, it cannot be stopped. If you lose count, it will be necessary to start over. Code 55 indicates end of fault code display. 5. Refer to FAULT CODES table to translate fault code number to a system fault description. ERROR CODE LIST 11 NO REFERENCE SIGNAL DURING CRANKING No Reference Signal From Crankshaft Position Sensor Picked Up During Cranking. 15 NO VEHICLE SPEED SIGNAL No Distance Sensor Signal Detected With Road Load Conditions. 22 COOLANT SENSOR VOLTAGE TOO LOW Coolant Temp. Sensor Input Less Than Minimum Acceptable Voltage. 22 COOLANT SENSOR VOLTAGE TOO HIGH Coolant Temp. Sensor Input More Than Maximum Acceptable Voltage. 23 CHARGE TEMP VOLT LOW Charge Temp. Sensor Input Less Than Minimum Acceptable Voltage. 23 CHARGE TEMP VOLT HI Charge Temp. Sensor Input More Than Maximum Acceptable Voltage. 24 TPS VOLTAGE LOW TPS Sensor Input Less Than Minimum Acceptable Voltage. 24 TPS VOLTAGE HIGH TPS Sensor Input More Than Maximum Acceptable Voltage. 33 A/C CLUTCH RELAY CKT Open Or Shorted Condition Detected In A/C Clutch Relay Circuit. 34 S/C SOLENOIDS CKT Open Or Shorted Condition Detected In Speed Control (S/C) Vacuum Or Vent Solenoid Circuits. 41 ALTERNATOR FIELD An Open Or Shorted Condition Detected In Alternator Field Ckt. 42 ASD RELAY CIRCUIT An Open Or Shorted Condition Detected In ASD Relay Circuit 42 NO ASD RELAYVOLTAGE SENSED AT SBEC No ASD Relay Voltage Sensed When ASD Relay Is Energized. 45 OVERDRIVE SOLENOID An Open Or Shorted Condition Detected In Overdrive Solenoid Ckt. 46 CHARGING VOLTAGE TOO HIGH Battery Voltage Sense Input More Than Target Charging Voltage During Engine Operation. 47 CHARGING VOLTAGE TOO LOW Battery Voltage Sense Input Less Than Target Charging Voltage During Engine Operation And No Significant Change In Voltage Detected During Active Test Of Alternator Output. 62 EMR MILES NOT STORED Unsuccessful Attempt To Update EMR Mileage In SBEC EEPROMs 63 SBEC FAILURE EEPROM WRITE DENIED Unsuccessful Attempt To Write To An EEPROM Location By SBEC.

1. Ensure battery connections are tight and not corroded. Ensure 60-pin connector on Single Board Engine Controller (SBEC) is fully engaged and retaining screw is tight. Check for pushed-out connectors and bent terminals. SBEC is located in left front corner of engine compartment, near horns on left fender. 2. Ensure electrical connections on intake manifold heater relays are tight and not corroded. Intake manifold heater relays are mounted on inner wheelwell. 3. Check for loose or defective electrical connections on starter motor. Ensure electrical connections are installed on charge air temperature sensor and air temperature switch and wiring is okay. Charge air temperature sensor and air temperature switch are located in intake manifold cover. 4. Check for loose or defective electrical connection on engine speed sensor. Engine speed sensor is located on front of engine. Ensure electrical connector is installed on water-in-fuel sensor. Water-in-fuel sensor is located in bottom of fuel/water separator filter. 5. Ensure electrical connection is installed on shutoff solenoid valve and KSB valve on fuel injection pump. 6. Check for tightness and corrosion on electrical connections on intake manifold heater. Intake manifold heater is a grid heater installed between air inlet housing and intake manifold. Air inlet housing is attached to intercooler outlet duct, which is connected to intercooler, located in front of radiator. 7. Check for binding throttle linkage and defective throttle return spring. Ensure ground cable, located near alternator, is tight. Check for leaking fuel lines. 8. Check air filter for restriction and damage. Ensure intercooler inlet and outlet duct clamps are tight.

I know a bunch of you are looking for books for your trucks I'm going to list the source of the books I know and were to get them... PDFTown.Com http://pdftown.com/Pdf-eBook/Dodge.html Or check here too... http://forum.mopar1973man.com/downloads.php?do=cat&id=2

Here you go gang... The engine layout of the 12V VE Pumped Cummins engine... I know the image is a bit poor but its better than nothing... http://forum.mopar1973man.com/attachment.php?attachmentid=71&stc=1&d=1260577188

Here you go gang 12V layout of both sides of the engine... :thumbsup: http://forum.mopar1973man.com/attachment.php?attachmentid=68&stc=1&d=1260576366 http://forum.mopar1973man.com/attachment.php?attachmentid=69&stc=1&d=1260576366 http://forum.mopar1973man.com/attachment.php?attachmentid=70&stc=1&d=1260576366

P0016 engine speed signal mismatchp0071 inlet air temp sensor rationalityp0072 inlet air temp sensor voltage too lowp0073 inlet air temp sensor voltage too highp0088 fuel rail pressure signal is above max limitp0106 inlet air pressure sensor rationalityp0107 inlet air pressure sensor voltage too lowp0108 inlet air pressure sensor voltage too highp0111 intake air temperature (iat) sensor rationalityp0112 intake air temperature (iat) sensor voltage too lowp0113 intake air temperature (iat) sensor voltage too highp0116 engine coolant temperature (ect) sensor rationalityp0117 engine coolant temperature (ect) sensor voltage too lowp0118 engine coolant temperature (ect) sensor voltage too highp0128 thermostat rationalityp0148 high pressure common rail (hpcr) checksump0169 water in fuel (wif) light on too longp0192 fuel pressure sensor voltage too lowp0193 fuel pressure sensor voltage too highp0201 injector no. 1 control circuitp0202 injector no. 2 control circuitp0203 injector no. 3 control circuitp0204 injector no. 4 control circuitp0205 injector no, 5 control circuitp0206 injector no. 6 control circuitp0217 decreased engine performance due to engine overheat conditionp0219 crankshaft position sensor over speed signalp0234 turbo boost limit exceededp0236 map sensor too high too longp0237 map sensor voltage too lowp0238 map sensor voltage too highp0251 cp3 pump regulator controlp0300 multiple cylinder misfirep0301 cylinder no. 1 misfirep0302 cylinder no. 2 misfirep0303 cylinder no. 3 misfirep0304 cylinder no. 4 misfirep0305 cylinder no. 5 misfirep0306 cylinder no. 6 misfirep0335 crankshaft position (ckp) lostp0336 crankshaft position (ckp) sensor signalp0337 crankshaft position (ckp) sensor voltage too lowp0338 crankshaft position (ckp) sensor too highp0340 camshaft position (cmp) lostp0341 camshaft position (cmp) sensor signalp0381 wait to start lamp inoperativep0461 fuel level unit no change over timep0462 low voltage detected at the fuel level sensorp0463 high voltage detected at the fuel level sensorp0477 low voltage on the engine brake driverp0478 high voltage on the engine brake driverp0480 fan clutchp0483 fan speedp0500 no vehicle speed sensor signalp0514 bat temperature sensor rationalityp0516 low voltage at the bat temp sensorp0517 high voltage at the bat temp sensorp0521 oil pressure switch rationalityp0524 oil pressure to lowp0532 a/c sending unit volts too lowp0533 a/c sending unit volts too highp0541 low voltage on the no. 1 intake air heater relayp0542 high voltage on the no. 1 intake air heater relayp0562 battery voltage lowp0563 battery voltage highp0572 low voltage detected at the brake switchp0573 high voltage detected at the brake switchp0580 low voltage detected at the cruise control switchp0581 high voltage detected at the cruise control switchp0602 checksum errorp0604 ecm software errorp0606 ecm hardware errorp0607 ecm internal failurep0622 generator field not switching properlyp0628 low voltage detected at the fuel lift pumpp0629 high voltage detected at teh fuel lift pumpp0630 vin not entered errorp0633 skim secret key not enteredp0642 low voltage at the no. 2 sensor supply circuitp0646 low voltage detected at the a/c clutch relayp0647 high voltage detected at the a/c clutch relayp0652 low voltage at the no. 1 sensor supply circuitp0653 high voltage at the no. 1 sensor supply circuitp0698 accelerator position sensor (app) supply voltage too lowp0699 accelerator position sensor (app) supply voltage too highp0700 transmission messagep0711 (2) transmission temperature sensor performancep0712 (2) transmission temperature sensor lowp0713 (2) transmission temperature sensor highp0720 (2) output speed sensor errorp0743 (2) torque converter clutch solenoid/trans relay circuitsp0748 (2) pressure sol control/trans relay circuitsp0751 (2) o/d sol performancep0753 (2) trans 3-4 shift sol/trans relay circuitsp0836 (2) 4wd mux switch stuckp0837 (2) 4wd switch performancep0838 (2) 4wd mode sensor lowp0839 (2) 4wd mode sensor highp1652 j1850 short to groundp1740 (2) tcc o/d sol performancep1756 (2) gov press not equal to target @ 35-40 psip1757 (2) gov press above 3 psi in gear with 0 mphp1762 (2) gov press sen offset volts too low or highp1763 (2) governor pressure sensor volts too highp1764 (2) governor pressure sensor volts to lowp1765 (2) trans 12 volt supply relay ctrl circuitp2121 app volts do not agree with idle validation signalp2122 low voltage at the app sensorp2123 high voltage at the app sensorp2127 low voltage at the throttle validation switchp2128 high voltage at the throttle validation switchp2146 bank 1 (cylinders 1-3) shorted high or lowp2149 bank 2 (cylinders 4-6) shorted high or lowp2266 water in fuel (wif) sensor voltage too lowp2269 water in fuel (wif)p2502 charging system errorp2503 charging system low errorp2504 charging system high errorp2509 powerdown data lost errorp2607 low voltage at the no. 2 intake air heater relayp2608 high voltage at the no. 2 intake air heater relayp2638 (2) torque management feedback signal performance

Hmmm... Got any error codes? :confused: What your ATF look like? I know you got synthetic in there but I curious of there is debris or something in the fluid maybe? What the temps like in the morning? I heard that the Auto Trans in these truck don't start pumping till placed in Neutral so you might try placing in Neutral and letting the fluid warm up a bit...

Location of the plug... #10 in the pic... http://forum.mopar1973man.com/picture.php?albumid=15&pictureid=68 You need a 56K ohm resistor found at most Radio Shack stores... http://forum.mopar1973man.com/picture.php?albumid=3&pictureid=64

I was think about your crazy idea... Since I believe in thinking out side the box... Why not... Ok... Flow too fast and pipe too big... Problem fixed (I think). What you need is soft copper tube but smaller like 4 tube all running paralell. Now run them twisted around the exhaust pipe. Or coil it up inside exhaust pipe but I think your getting the idea...

Just give me a shout back with your finding and we can continue down the road...

The resistor in the plug is the most easiest way to test to see if high idle is present on a truck and only takes about 2 minutes to tell... I hate to say it but most likely the dealer didn't enable it, or you got a block heater plugged in or the IAT sensor is not working right...

Well Welcome to the site... First off I suggest you fill in your signature over in the User CP so we know what kind of truck you got. Then as for the dodge Trans they are not the strongest tranny out there as a matter of fact there known to fail rather quickly. So I would start with basics and check the fluid condition and the smell. Have tried to change the ATF fluid? It might be a plugged filter? (guessin') I admit I'm not much of a Auto Trans guy maybe someone will chime in on the trans part and give you a hand. As for the keyless enter that as far as I can find in the FSM books is sole a Dodge dealer flash thing to program functions and such.

Ok jeffery... first off you might want to fill in your signature will all the information about your truck. This will help other help you with your post... Then as for your condition... I would first check for error codes and fuel pressure. These truck have got to have the worst fuel system out there and are known for serious failure right down to the injection pump. The funny part is that a cheap $40 dollar fuel pressure gauge will protect your truck from damage. Just got to keep the fuel pressure above 10 PSI at all times. But at this point check the fuel pressure and the error codes and report back with your finding...