Mopar1973Man
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Everything posted by Mopar1973Man
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No... Please don't do this! Excessive tight valve could cause a stalling issues. The slach is the room it needs when the valve heats and starts to expand. Like myself I was playing with 0.008 and 0.018 for while but the excessive tightness was creating a stalling issue on hot summer days. I don't suggest going tight. Still the spec is still 0.010 intake and 0.020 for exhaust. Might check and measure total lift of each cam lobe and see how much possible wear there could be? -
P1223 - Leak Detection Based On Quantity Balance NOTE: For a complete wiring diagram, refer to the Wiring Information. There is a required amount of fuel required by the fuel system to keep the system stable. The amount of fuel required depends on fuel pressure, injection quantity, engine speed, and coolant temperature. The Engine Control Module (ECM) sets Leakage Detected, when the fuel flow exceeds an expected value. When a leak is detected in the system, a counter is initiated. When the counter reaches a predetermined value a fault is set and engine derate is enabled. When the leak is not detected the counter counts down, and once the counter becomes zero the engine is set back to normal running conditions. **A solid Wait to Start lamp will illuminate in the cluster along with chiming 10 times. When the fault goes inactive, it will clear the wait to start lamp with no chimes**. When Monitored:Engine is running above low idle speed and at operating temperature with no fuel system and engine speed related DTC's. • Set Condition: Counter reaches a calibrated value. Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Possible CausesExcessive Injector Return NOTE: Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. OTHER DTC's PRESENT1. Turn the ignition on. 2. With the scan tool, select View DTC's. Are there any other fuel system related DTC's present along with this DTC? a. Yes >>> Perform the diagnostics for the other fuel system DTC's before proceeding. b. No >>>> Perform the INJECTOR RETURN FLOW TEST procedure.
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Quadzilla above 204℉ will revert to -40℉. I have installed the transmission temperature sensor in the oil pressure test port. This allows me to adjust timing based on oil temperature. As you find out you can cut up to about 35℉ off the oil temperature vs coolant. I can run as high as 220℉ in coolant but float right around 170-178℉ in oil temperature. Timing can make or break net temperature system-wide. Now that I've retuned around the average 210℉ coolant temperatures you don't need as much timing advancement. Even the picture below I can do this for less than 5 PSI of boost normally.
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Yes your correct. More you advance less air needs to be forced into the cylinder also fuel is cut and locked out at lower boost. Currently my best is +30 MPG across state of Washington from Seattle WA to the Idaho border at 300 miles and barely used a 1/4 tank of fuel. Beast is capable of 500 HP. Another tip swap to 200°F thermostat from a 6.7L. More heat, less advancement, better thermal dynamics.
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If you wanna increase flow of air all you need to do is retard timing and air flow is increased. Up here cold air is deadly and kills the MPG. Forcing more cold air would require lot more advancement as well. One of the reasons I love BHAF with the 2nd Gens
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Remember there is a very wide allowance. Like exhaust is 0.015 to 0.030 or intake is 0.006 to 0.015 are conidered normal.
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Food for thought. When tuning for efficiency like myself less boost is better. More boost pressure more you are unlocking fuel to flow. This will in turn create lower EGTs and cooler running engine. Even with Beast at 500 HP it cruise at 82 MPH in 5th gear at mere 2,500 RPMs but keep boost below 10 PSI and EGTs at 700°F. At slower 65 MPH I'm right at 2,000 RPM but EGTs drop to 550°F and boost of barely 1 to 2 PSI.
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ISSPro EV2. The ISSPro EV3 is bluetooth programmable and even more options.
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Dang! Your body work / metal work is highly Impressive! To keep the repair area as a minimum and even get the roll correct. Nice job! I should get you out here to wave your magic wand on my body work for Beast.
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Low pressure light - ISSPro EV2 programmable Fuel Pressure gauge.
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We have a W or Win today. The injectors came back from @dieselautopower and were test out as a set again. I'll post up the flow rate report when I get back to the shop to grab the paper, which is a bit torn up. I'll post the flow rates. I install exactly to spec on everything for torque and process. Fired up smoked a bit of white, but very shortly cleared up and ran smooth. Yup, Diesel Auto Power did find 2 injectors with issues and been repaired again. Mark and I got the tail lights rigged up on the tail of the frame and my license plate. I took off to town for a bit of joy ride. Thor ran great. Idle is exactly 800 RPM and the fuel rail pressure settles at about 800 PSI swing from open to close with injectors. No grid heater light. No dinging bell. Easy start and been consistent. My trip to town I visited two friends with Thor and then stopped by the grocery store for a jug of milk. Each stop very easy starting and no smoke at all. Now with the bed and that huge front bumper off this truck is quick. It can climb to 80 MPH very easy without the extra 2,800 pounds of steel flat bed and bumper off. Even the Fuel Mileage rose today for the first time being its on it way up towards high 16 MPH which it never done much better than 13 to 14 MPG. Yes the over sized injectors foul the trip the computer so its off by about -2 MPG roughly.
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Sorry but that appears to be modified. I would look at another Dodge in possibly a wrecking yard or in a parking lot. Just some of the parts look wrong or welded. @IBMobile i know has a Auto and maybe get a photo of your linkage sir?
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This is not exactly true. It the fact the Cummins released all ECM control to Mopar / FCA. Your dealers are only focused on sending people to their dealer. What about myself a mechanic looking for technical information about repairing say vehicle? Nope! This is the part that is screwed up is the fact I'm a LLC business and hired by my client or my own vehicle in my shop I should not be forced into the dealer. I did learn that Feb 2012 there was a update to Thor's firmware at some point in the past that added the grid heater light and error codes to the ECM. If you are looking for the error codes in the 2006 FSM it will not exist being that information was released in Feb. 2012.
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Super cool looking wood for the floor of the bed. That's going to be a sweet looking ride? Any paint information available yet? Photos?
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Interresting... I didn't really pay attention to that detail.
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Look over on the CCD network article and test the CCD+ CCD- pins to ground. After the computers stop talking it should be 2.49 and 2.51 volts.
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Sounds like a winner for the W-T ground wire mod.
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Only had one output speed sensor to replace in 22 years of doing this. Rare but yeah does happen.
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All I can say is don't call either Cummins or Dodge dealers because they will not help you. They will request the truck be brought to their shop for repair even though you tell them your already a diesel repair shop and just need information. Cummins Care - (800) 286-6467 Dodge Corporate - (800) 334-9200 Remember ECM stuff is all Dodge corporate and will not get any information for and Cummins electronics.
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Oh ill find it for sure. I've got the gift of gab. I can always talk to some one and get it.
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Now I've got a 4G LTE cell tower here at my place. Its barely a 0.1 Watt extender but the signal reaches out the office area quite well. Internet Provided by Starlink / Space X Cell service provided by Verizon Network Provided by TP-Link (ER605 Gateway and SG2428 Managed Switch) WiFi Provided by TP-Link (EAP225) Shared Network Printer (MF4150 Cannon Laser Printer) Ubuntu 24.04 Linux Operation System 1 TB Hard drive for storage Picture below of the new Verizon Extender and its now fired up and providing 4G LTE service across my property. Then had to share my server cabinet. It's slowly coming together now. Now have a network shared printer off my server that all of us can access and use from any device including printing documents from a cellphone too.
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So the last run i was getting P0301 code for misfire cylinder 1 which you could hear clearly. Not to mention it was my repaired terminal injector. Back out all 6 injectors came out again and I got @dieselautopower Lenny is going to bench test them again. See if we can get Thor to run right without all the grid heater chimes. Refused to hold prime too. im going to call around and find the answers to the grid heater chimes and what they mean. Im going to find it and be the first website with the info. No more grid heater might means injector replacement but understand the difference in chime count.
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YES! Then you need the proper software on both ECM and PCM and everything works out fine.
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Contact @Auto Computer Specialist and they can flash program both ECM and PCM for manual software and get the right software for your application to reduce the weirdness. More on the different series of 24V... https://mopar1973man.com/cummins/articles.html/24-valve-2nd-generation_50/51_engine/swapping-vp44-cummins-engine-between-985-00-01-02-r429/?do=getNewComment&d=4&id=429
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You could look towards @Auto Computer Specialist which is listed in our vendor listing... They can do PCM and ECM repairs. If the cluster is damaged then that can be handled by Module Masters in Moscow Idaho. https://mopar1973man.com/vendor.htm/vendor/auto-computer-specialist-r5/?do=getNewComment&d=7&id=5
