Mopar1973Man

I tend to agree with most here that the exhaust brake is more than enough and very simple. For us manual transmission owners with exhaust brake it very capable of creating lock up conditions of the rear axle on slick surface like mud, snow, ice, or even wet highways. Even if you did have the ability to be like AH64ID the more pressure you can hold back using him for the example 75 PSI is just that much greater braking force. Even with just more or less stock ISB engine and Jacobs exhaust brake I've extended out my brake pads to at least 180k miles. Next due date is 360k miles and I'm currently at 290k miles and better than 50% of pads left yet. Even with that said I've got the ability to get the rear tire hopping and skidding with just the EB and factory 60 PSI exhaust pressures. Over the years I've learned on how to use my gearing to control the amount of EB strength. So need light amount row a gear up. New more row a gear down. Again I speak from a 5 speed manual perspective where a 4 speed auto is way different story being the lockup controller and only 4 gear making it rather challenging to get full use like a manual where I can continue to down shift to first pulling the truck to a near stop which an automatic trans can't do typically they EB only functions in 3rd and 4th which provides TQ converter lockup.

NV5600 transmission has its own weakness with bearing lubrication, design faults, lack of parts because of a short life span. After seeing the NV4500 guts compared to the NV5600 I'd have to say the design was more complex for the NV5600 making repairing or rebuilding more challenging.

When the idle validation switch for idle is grounded the ECM ignores the APPS sensors and then relies strictly on the ECM software for idle.Being there is 3 modes of idle. You have normal curb idle at 850 RPM's, then there is normal 6 cylinder 1,200 RPM idle then last there is 3 cylinder 1,200 RPM idle where every other cylinder fires which is typically 4, 5, 6. So no its not a closed loop by handled by the injection pump. Yes the injection pump can produce idle on its own but there is other subfunctions of idle like anti-stall for the manuals that monitors the engine RPM's and throttles accordingly to prevent engine stalling during clutch engagement.

Only takes a few burst runs like that, showing off to totally kill my MPG for the tank. I do the same thing. I'm normally pretty mellow till I'm challenged, trying to show off the Quadzilla, etc.

The only thing red fuel is untaxed... I've got so many locals here than believe that red dye fuel is so much better fuel wise. Really the only difference between red dye and undyed is just the taxes. The fuel is no different than undyed. Now be aware the fines for being caught with red dye in the tank are quite steep. Last I checked in Idaho its $1,000 fine for every 1 gallon of fuel in the tank.

I can see it coming...

Sometimes the name is just a name, it doesn't specify the amount of quality.

Not losing much... Top gears are the same as well as one gear down from the top. So highway wise you not losing anything...

I want to attempt for 300k miles on this pump to prove it can be done. Hmmm... Remember 290k miles on the clock. I've got many things on my truck yet that are 290k miles and never been disturbed yet. I've got most of my replacement parts well above 100k on most. @crf450ish Personally I would look towards DAP or Vulcan Performance for injection pump. If you look at my Certified Bosch Rebuilder list you'll find Blue Chip is not listed. Like I could never list myself as a Cummins Engine rebuild because I don't have the proper machinery and tools to do the job. This doesn't mean I can't rebuild an engine just means I must send it all out to second party to do the machine work for me. So that brings up the question what is the quality of the second party? Now I know both DAP and Vulcan are mere vendors but I know the source of where both get their VP44 pumps from. DAP and Vulcan both use Industrial Injection (which is listed on my page). Then DAP also carries Midwest Fuel Injection as well (which is also listed on my page).

Ummm... I think the lighthouse won the battle there...

Yes sir I do...

OEM replacement pump @ 50k miles under warranty. Current odometer is 290k miles so that makes 240k miles on this pump still going. Personally with Blue Chip the prices are too high for used PSG units, then the pumps with new PSG are even steeper. In either case Blue Chip does not have Bosch 815 test stand to calibrate the pumps. Both Vulcan Performance and DAP both sell VP44 pump with only new PSG units and all pump are calibrated on a Bosch 815 test stand for way less money than Blue Chip.

Unhook the field lead and go for a test drive see the issues go away.

Now today I took it out and ran the ever loving dog trash out of the truck trying to get it hot to miss at all today. Nope... Like yesterday was a bad dream or something. Running just fine today not even a little miss at all. Freaking weird...

Same misfire I've got. Exactly what I'm fighting now. It shows up typically after the engine is fully warmed up and does this exact random skip beat we'll call it.

I'm going to lean on the injectors being a cause. Just went out this morning and fire up the truck left it idle with the hood open and listening. Rather tough with a squeaky fan belt too which is brand new. The idle is still smooth and no miss can be heard as of this morning. Then I look up towards the tail pipe and it smoke white smoke with a tint of blue. When you get near the tail pipe and smell the smoke it stinks of fuel and burns your eyes. So, is it possible both sets of injectors are purely junk?

The whole misfire started with semi-cold engine continue for over 40 miles and then slowly faded out. Basically once I made Payette, ID it had stopped all together and left me 110 or so miles to travel. So at that point when the misfire stopped I turned the Quadzilla back up on 6 and dropped the hammer and ran +5 MPH over all speed limits to get home at 10pm. So it had over 100 miles of pure heavy foot driving including passing other vehicles at 80-90 MPH. Power was as expected with stock injectors and Quadzilla. I had the Quadzilla turn to level 0 when I climbed the grade into Horseshoe bend then it was still missing and carrying on. Nozzle caps to protect the nozzles during shipping. What I might do today is hitch up the RV and drag it into town to abuse the truck a bit and see what happens.

Been using the same fuel, fuel station and pump. Those were replaced when I got the 60's from Vulcan Performance. So between the injectors and the cross over tubes they both have less than 100k miles on them. This last swap out I changed o-rings on the cross over tubes, made sure to blow them out with brake cleaner and blew them out more with compressed air backwards to make sure the edge filters were not plugged up. When the misfire started to progress enough that it was shaking the stick in my hand I was backing down. Tried for a few block with the Quadzilla on 0 Level to see if it would change it. Nope. So the Quadzilla stayed on level 0 till after Payette when it started to clear up then I flipped it back on gave it hell to make up for last time and I was unwinding quickly and getting tired. I did try a few heavy throttle runs stock and with Quadzilla as long as the fuel rate was high enough the knock and misseem to fade. This was in traffic in Boise. By the time I got to Horsebend, ID it didn't matter. Climbing a 7% grade at 60 MPH it rattled and misfired the whole way up the grade. That had me really worried by that point because typically the misfire would go away as rail pressure came up the injector would fire now it was fading out and skipping. Then when I pull in the yard last night it was like all a bad nightmare. Idling smooth as ever and no issues. When I'm making 360 mile trips, limited cell service areas, MoparMom that can't really walk long distances at this point. I can't have a truck broke down and having to hike to cell service. Doing inspection and cleanup of my stock injectors before installing.

I drove all the way from home to Boise, ID without a single issue. Did my shopping and meet back up with MoparMom. She had an issues during dialysis and I ended up taking here over to the hospital to checked out. After that was all done the truck was started semi-cold just below 140*F and was already misfiring. Knowing that US55 is the shorts route we start that direction. By the time I made it across town to start up US55 the misfire was getting really bad. I'd tried shutting down the Quadzilla no help. Now with it get so bad that power was starting to be affected minor amount but noticeable. I ditch the US55 route and head towards Emmett, ID to keep me in cell tower range in cases of total failure. Just as I turned off to head towards Emmett, ID the misfire was so bad it was actually creating a nasty sounding knock and had the entire engine rocking in the engine mounts. We were going to stop and get dinner in Emmett but everything was packed. I forged on... Now my next leg from Emmett to Payette the whole misfire thing started fading power was returning. By the time we stopped in Payette, ID the misfire was totally gone. The entire trip home from Payette, ID was totally trouble free. So now I'm just totally trainwreck, I'm tired I rolled in at 10pm last night. Have no idea what the heck just happened last night. Kept rolling the diesel theory in my mind. Need compression and fuel. If this was a compression related failure I would of seen excessive blow by and the misfire wouldn't go away magically. This leads me toward fuel related failure. The only thing I can thing of both sets of injectors are VP44 at one point but that would be super strange to have only a single even beat misfire of the VP44. So at this point and time my Cummins is out of service till I get some resolution to this problem. I've only got 2 days of and gotta be ready to roll again.

That all I use. Pour from my gallon jug into the quart and pour in the amount needed. No funnel needed.

I'm not having a good day. The misfire came back. Explain more later....

I'm going to upgrade to CSMs turbo he sent to me. That happened to be HX35/40 turbo just needs bearing kit. Also I'm not the type to run wide open very long, maybe passing other vehicles. Towards the end my 60s were slamming against the 1300 limit I've set. I've got to admit the stock injectors are smooth but power is reduced quite a bit now. Dropped me From my 19 to 20 MPG to barely 16 to 17 uncalibrated.

Cylinders shifted. I sed to see 800 to 1000 on 4, 5, 6. Now it like 150 to 200 because it's firing one 1, 2, 3.

Maybe that's why I'm still single and unmarried...

SUGGESTED http://dieselautopower.com/diesel-auto-power-75hp-performance-injectors-7x0-0085-sac-vp7x85sac75/ http://dieselautopower.com/diesel-auto-power-50hp-performance-injectors-7x0-008-vco-vp7x8vco/ So @dieselautopower is suggesting the first link for injectors. I'm kind of building this in mind with a HX35/40 turbo being installed too. This way I get a bit more bang for the buck power wise, keep the exhaust brake, and also keep the MPG tune thought in mind.