Mopar1973Man

You might want to look at a 60 Amp Inteli-power 9200. Way better than just a PC power supply. Not to mention it has different modes of operation to condition the battery and prevent sulphation while in storage. http://www.pplmotorhomes.com/parts/cfp/electrical-12v/converters-progressive-dynamics/55-9009.htm

Now you know why I pack the dog with me most places. No one wants to mess with a smiling Doberman in the front seat. When the truck is at home the gate is locked every night and typically both trucks are locked up in the garages. Very rare will you find that I leave my truck parked outside in the yard.

ECM damage is already done... You are going to need to replace the ECM.

Alternator is the cause of the failure. The P0606 is the sign the ECM is damaged.

Oh My... A lot of people would go nuts for that.

Again we are back to suction side leak before the pump.

Test your alternator. I bet your alternator is excessive high in AC noise. Also if you have any wiring mods to the grounds or noise filter makes sure to remove the filter and return all wiring back to stock configuration.

I've seen several tow trucks pulling vehicles up out of the river without a second thought. The winch on them are very powerful and will drag a wrecked vehicle on the frame without a second thought. So as for a parked vehicle locked in park with a parking brake set not a problem. Just a few minutes in the dark and can be gone in no time.

The biggest thing is having good headlight cases/lens. Headlight bulbs are all the same for watts by legal standards. They might change little things here or there about the design but the wattage is typically the same. If you do find bigger wattage bulbs you take the risk of melting the headlight case being they are just plastic.

I've heard of the tow truck method as well.

Air in the fuel it sounds like if you getting white smoke.

This one wire disables the VP44 power relay ground lead, so it never comes on line and trips a P1689 code. No starty, No runny...

Just need to see the IAT and ECT with the key on and in the 4 position (OFF, MPG, 6 CYL, and 3 CYL)... OFF should show the ECT and IAT match on a cold start. MPG should show 143*F IAT temp. 6 CYL should show 26*F IAT and 123* ECT. 3 CYL should show 13*F IAT IIRC...

Need to see what temperature the ECT and IAT is reporting.

I'm discussing a closed forum for security talk that the public cannot see nor can Google. Also discussing the terms of using said area. We are looking into creating solution to this problem.

I've got a single wire idea. Which makes the system really easy, no fuses, no worry of shorts, and a toggle switch.

I've been running a Edge Comp on 5x3 or 5x5 for years even towing. I'm right at about 16k to 18k most times. All the data logging I've done I can clear 11-13 MPG most trips at 55-65 MPH more so in the mountains and windy roads. Here is my high marks of the run on 5x3 on the Edge Comp as well as my MPG logs. As you'll notice the HP number will not climb as high towing but the torque number is way up. I didn't reset my trip on the last tank of fuel its was apartial so I don't bother on those. IAT is high in this one because of exhaust braking to home when I snapped the screen shot. The stray 43 MPG again I fired the tablet up and didn't drive far and shut down... Disregard that entry... I ran with the RV on the 30th.

This why I suggest to most to look at the live data first before attempting to guess at sensors... If I pull my tablet this morning and showed some of my screen captures I could show you a wide range of temperatures ECT, IAT and other sensor data that most wouldn't expect.

I've got an idea on a "One Wire Dead Man's Switch". Basically takes control of the fuel pump relay ground lead and very easy to do. Since its a one wire very easy to stash and the switch can be hidden anywhere making it a fool proof anti-start system for the truck. You could do some wire magic and run two wires and try the horns to the ignition switch so every time they attempt to crank the ignition the horn blows. No start yet... LOL.

Also added a post on CF now... http://www.cumminsforum.com/forum/98-5-02-powertrain/2102209-truck-stolen-colorado.html

Added a post over on another site for Tyler... http://idahoturbodiesels.com/topic/11053-truck-stolen-colorado/

Thanks Nick for getting the notice up for Tyler. I makes me sick as well to hear about Tyler's truck being stolen. What little good I can prove I'll keep my eyes open and pass the word around.

That half the problem as you continue to build power in these truck there is always something between the engine and the tires that is weaker. Mine happened to be the main shaft of the NV4500 and it broke off at the 3rd/4th syncro. I've already got a Dana 80 rear so solid there. The half of the battle is getting the fuel and boost right across the entire range of throttle. As injectors get bigger you need more boost pressure to create enough heat in the cylinder during compression to convert the liquid fuel to vapor to make it go BANG! Same token you need the air cool enough that it doesn't drive the EGT through the roof either. I think there is a limitation on how far you can go because of cam, porting of the head etc. Yeah I know you can run bigger turbos or twins but still in all gotta clean up the loses along the way in designing high HP engines.

Debris in the crossover tubes or injectors. Pintle sticking in the injectors?