Mopar1973Man

Then most likely the ECM has already been damaged. You can try one thing but I'm not sure if it will do much good. You could go to a dealer and have the ECM reflashed and see if that fixes the data tables. The only other wild idea is to watch live data from the ECM and see what the engine load and MAP sensor are doing. It might give clues.

This is called limited pedal typically caused by excessive AC noise from the alternator caused damage to the ECM. First thing is to do the AC noise test of the alternator. Replace the alternator if needed. Inspect all battery cable repair or replace any battery cables that are damaged or corroded. Now you might want to do @W-T ground wire mod. This will keep the AC noise from jumping into the ECM, PCM and VP44 in the future. After all this done and the problem still exist you need to send your ECM in for repair.

I never forget this picture by Bosch... Then remembering that US fuel is 520 HFRR...

7 - Stands for the numbers of holes in the nozzle. 0.012 - Stand for the size of one hole in thousandths of an inch. I think Stock Injectors are 7 x 0.0063 (IIRC).

The guys here are on the right track. Fuel pressure is the key to keeping the VP44 cooled and happy so if your fuel pressure is 14-20 PSI you should be fine but if you're below this then you running the pump hot. Any error codes? I wouldn't replace the APPS sensor till you get good signs its the sensor failing like a P0122 or P0123 code. AC noise from the alternator is a common problem you might check the alternator on a bench for AC ripple. Then there is the ground wire mod which cures a bunch of this problem.

My last VP44 last till 243k miles and then puked by pulling full advancement of timing and still continued to drive me home 15 miles at a total speed of 25-30 MPH. The truck wasn't happy but it made it home. Of course P0216 code.

I just sent out a mass email newsletter getting members to update their profiles and member map pins and 911 Support database (optional). I have done this because I was seeing the same thing with all the new members coming in and some of them not even in the US. So I started asking some to add their pins. Then I thought why not just mass email the member pool. UK fuel is 460 HFRR typically US fuel is 520 HFRR typically VP44 should last much longer with the better fuel quality.

All you got to do is keep in mind the weakest link in the system. Constantly upgrade your weak points.

Dude... That sucks all that time to wait for a new truck and now it was destroyed by a hailstorm. Now you got to start all over again ordering a truck and pray they can get it done. They should be put a RUSH order on that being your last truck was ruined and waiting this long.

Yeah the last few trips down to Ontario, OR I've wound up idling extended periods just to stay cool in 100-105*F heat. Like my last trip down I was nauseous from the heavy smoke and got down to Ontario, OR and slept in the truck with the A/C going. Again there is no accuracy with the MPG displayed shows way, way, low talking single digit low constantly. As you can see my MPG logs are still fairly good even with extended idling. Nowhere near the 4-6 MPG that Quadzila is reporting.

To cover all platforms. Direct 1:1 ratio is... N5600 - 5th gear NV4500 - 4th gear 47RE - 3rd gear For towing up grades this is the coolest gear to use. 3rd gear will enhance the heat because of the long time pulling the grade at a slower speed giving more time to heat up. 5th gear from pulling with high torque in a overdrive gear will create considerable amount of heat too. 12-hour window. After that, the system locks out the edit. Prevent members from thrashing their posts.

Heck... If I was to go that far I would pull the 4 bolts on the back seat and then go all the way back to the rear of the cab.

As for the VP44 and the P0216 code... I've got to ask what is your fuel pressure like? It possible to trip the P0216 code from low fuel pressure.

All I got to say is before anyone dives off the deep end here I would highly suggest first installing a transmission temperature gauge first and see what your transmission is actually running for temperatures. Since I've installed my gauge there has only been one time I've ever trip my high limit light at 220*F that was to study gear usage and speed. After learning proper gear usage I've really struggle to exceed 160*F. Again I've got no heat shields, no exhaust pipe wrap, no fast coolers. The other factor is proper sized tires as I found out 245's (30-inch) vs 235's (31-inch) run much cooler transmission temperatures. Final gear ratio to the ground closer to 3.73 will reduce transmission temperature greatly. This just goes to show how inefficient larger oversized tires are and how they trap the torque in the driveline and create un-necessary heat.

I don't put a whole lot of faith in ohm and AC voltage test. The only way to truly test is to replace with a known good pair of sensors. If you got a fresh set of sensor and setill having problems your next step is front unit bearings. The only way to know for sure is spend the $150 at a dealer and have then test the sensors on the DRBII tool. You need to see what the 3 sensors are reporting from a stop to rolling at highway speed and stop again. Like mine the passenger side tone wheel failed and required both unit bearing replacements. What was happening was the passenger side reported 0 MPH all the way to about 30 and start working. Then when you tried to stop when you got under 30 MPH it would fight back thinking the passenger side wheel was locked this prevented you from stopping. Rather spooky.

More timing lowers the EGT's. Less timing builds more boost.

That was my problem I had a nice under hood mat on the 1996 and it was destroyed by mice. Then the 2002 the pack rat tore up all the firewall matting. In-cab sound deading is fine but some of us have to leave it out because wildlife making homes in it.

You think the VP44 is expensive what till you changing injectors on a 4th gen and the nearly $4,000 price tag.

ABS computer has two adjustments for gear ratio and for tire rev per miles.

I'm waiting to see how long till the mice tear it all up.

190*F thermostat. 3 bolts at the upper hose fitting on the head. Is the thermostat cover.

Try cruising at 2-3 PSI of boost.

Funny NV4500 only needs 4 quarts and the main shaft is swimming in gear oil.

Explains why the 6 speed needs to be overfilled and the 5 speed doesn't have that issue with bearing lubrication. Putting the pieces together.

I was referring to the goofy level of oil they hold. Seems like it so low on the case. Where the 5 speed seems to have oil all the way up to the top on a normal fill.