Mopar1973Man

A little trick to try. Pull the coolant sensor and trip a coolant code. Then plug it back in and check the codes again. I've seen this rarely where there is a pending code but the dash show something there but it like the ECM/PCM don't want to spit it out.

I did...

Ok, I've got the new version of the software up and running I'll be testing it out today on my way down to Ontario, OR. I've notice the connection time is much shorter the few times I've watched. I did have a refused connection once. I had to shut down both the truck and the iQuad to start over and get it to hook up. @Quadzilla Power already knows about the monster gear issue. (PM sent). We'll see in normal real time driving in the city if the hang up with shut down in the middle of the loading the tune.

Wrong fluid. ATF+4 will cause seal issues. ATF+4 was only used on 2003 and up Dodge Ram trucks. This is because the steering box is a Ford Steering box. Power steering fluid. Sagnaw steering boxes need power steering fluid.

Most likely there are no codes to be picked up.

All my accessories are to the BATT stud in the PDC. Remember not to wire anything to ALT stud before the fuse. That is a good way to fry stuff when the alternator fuse blows it will jump up in voltage and fry anything hooked up there.

Another way to buy an OBDLink diagnostic tool you can use it on your phone. http://www.obdlink.com/

Two separate issues. The APPS sensor is going below the minimum voltage level and tripping the code. The P1688 is a PSG electronics failure of the VP44. VP44 has zero to do with the APPS sensor and visa versa.

Seriously rather odd to see the tip of the injection line sheared off. Like you said Dave your isolator block was missing back there.

Test your alternator for excessive AC noise. 99% of electronics failures are from excessive AC noise.

Even my 46RE that I had @Dynamic build for my 1996 Dodge 1500 is way beyond a shift kit. There is more than just a valve body. Yes Jon modified the valve body by drill out particular ports changing the shift. Then changing up springs to change shift points slightly. Adding oil ports in the body of the transmission keeping the clutches cooled. You narrowly focus on just a shift kit when there is the entire upgrade that makes it all worth it.

I've heard of stories where people didn't get the power steering and vacuum pump lined up and creates knocking noise because either it breaks the vacuum pump or breaks the power steering pump coupling.

Might look at the Quadzilla tunes we've got... https://mopar1973man.com/files/category/22-quadzilla-standard-tunes/

@dripley Too much Edge Comp 5x5 and driving around with a heavy foot eh?

The biggest thing you need to flush all that out of the system if any of that debris plugs holes up in the steering box or hydrobooster it will cause all kinds of issues. I'd never do that. I would mount the vacuum pump. Then mount the power steering pump to the vacuum pump. Way too much weight and hose pulling the alignment of both device and making it impossible to install.

Being I got you the deal on it.

Sure is every time the grid heaters drop there massive load of 95 Amp load on the alternator the PCM is ramping up the field voltage to keep the batteries up so you see the alternator charging against the massive load of the grid heaters. Again now the grid heater cycle has ended and this is normal AC noise level. This is one of the few reasons we are disconnecting the grid heaters. Go through the process and double check the wiring. Lucky... So I would keep that in mind. Weakness? Maybe...

He heard that...

@jlbayes would be a good one to ask. Another is @TFaoro he should know as well.

I'm pretty sure it programmed into both the PCM and ECM. Being the 2000 and 2001 both are known to report only PCM error codes where the ECM was missing the code to report it errors. You have to remember the master computer is the PCM and the ECM is just a companion module.

I really don't like putting any wiring directly on the battery terminals. After a while you have this hairy mess of wires all going to the battery. Like myself I pulled a single ground lead into the cab. Then pulled a single power lead from the PDC. The reason I got away from this is all the ring terminals eventually fail from corrosion issues. So if you mount everything away from the battery this problem stops.

Like this time around I looked at your signature... 2001 Cummins will have the HY35 turbo... The biggest choke point is your HY35 turbo with a 9cm2 housing compared to HX35 with a 12cm2 housing. This would reduce EGT's more than 4" exhaust.

We've got the seal kits here.

Basically if you clear the codes and the P1688 returns the VP44 is done.