Mopar1973Man

Enuf said...

Not really unless he want to upgrade more to Compound Turbos. Need more boost pressure down lower RPM's to get the fuel lit off.

Yeah I do but it would replace the 96 Gasser... Gas is boring...

As a tech from Quadzilla told me years ago the VP44 can reach full advancement in timing in stock form. So what the timing box/programmers do is change hen it reaches full advancement. P7100 is the only pump without dynamic timing at all. It a fixed timed pump and will will never change over the span of RPM. VE has old school hydraulic timing based on fuel pressure and KSB valve tied to the IAT sensor.

As for you project. I would drop the transmission so I could inspect the clutch and related parts. Then you can get a get view of what your doing for the seal replacement on the crank. No matter what you need to pull the flywheel to access the rear main seal. While the transmission is out you'll have better access to replacing the pan gasket.

I also vote for stock HX35 turbo put back on the truck. I'm running +50HP and Edge Comp (5x3) and barely even smoke with this setup so if you had a smaller quick spooling turbo you would lose this smoke issue.

Absolutely... But take notice to the direction of the gasket if it is blown. Is it pulled into the manifold or pushed out. If its pushed out toward the cam valley, make sure to clean your crankcase vent filter. It most likely plugged up crankcase filter and caused said issue. Yes I own a 96 Dodge Ram... Filter is on the driver side valve cover.

Keep an eye on the forum and articles database updates will be posted.

Other than it most likely a tight fit... Double check all your other stuff like flexplate and such to make sure everything bolts up.

Thanks Frog for the intro... We've even got a spot for you on the site even regarding your conversion. http://forum.mopar1973man.com/index.php?/forum/64-cummins-swaps/ No biggy. Ask Me78569 what he's planning on doing with his truck now? You might be pleasantly surprised. We are all here to help and teach as much as we can. So make sure to ask lots of questions and we'll do what we can to answer then or find solutions.

Not low enough scale and the meter can calculate small voltage numbers. The meter has to have either 2V or lower setting. You current meter is designed for 200V and 750V AC but doesn't have the ablities for small voltages. You going to be measuring 10mVAC to about 50mVAC (Millivolts).

Super Chip & Diablo are both 60 HP modules. I would keep the Diablo.

Diablo is both fuelling and timing.

60 HP chip that works solely off thee CANBUS. No wire tap. No adjustments. I don't suggest stack against the Diablo Power Puck most likely both tuners add timing. Too much timing can be rather damaging.

P1693 code means there is other codes present. Might need a better code reader. Ronman got the alternator test right on the money. Make sure your volt meter is capable of small voltage on the AC side like 2V or 200mV.

Error Codes? You might want to grab a live data tool and see what is really happening. Sorry to hear about the storm over there. I just happen to glance over at MoparMom's computer and seen a photo of flood streets and she made the comment of the hurricane. Be safe out there and keep your head about you I know what its like to be emergency type scenes and things get stupid really quick.

Another thing to check is the negative cable on the passenger side. There is a heavy cable/wire going from there to the firewall this is the ECM, PCM and VP44 ground cable. Make sure the connection and the plug is good too. Another way to check cable is doing the voltage drop test. http://articles.mopar1973man.com/general-cummins/34-engine-system/136-voltage-drop-testing-of-wiring-and-feed-cables

Most likely not. If there is no P0121, P0122 or P0123 codes then the APPS sensor isn't really a cause. You can test to see if there is smooth voltage from idle ot WOT but I doubt you'll find anything. I would be looking at AC noise issues from the alternator which can be a cause of VP44 damage. The p0216 code is because of either low fuel pressure which you show 16-19 PSI so it's not a fuel pressure. It is possible that its a fuel lubricity issues the galled the timing piston and seized it. So more than likely the VP44 will be replaced in the future.

Pretty simple just keep your cables clean and in good order. Remember I might own a 2002 Dodge diesel manual but the 1996 is automatic no issues with hunting at all. No extra grounds added to that truck no wiring mods either. It 19 years old and still working fine. Still has the factory 46RE transmission too.

PCM, ECM and VP44 grounds are all on the passenger side battery cable. Take a peek you'll see on cable running toward the PCM and cowling. There is no body ground on these units. The only reason for the cheap strap to the PCM is because it mounted into plastic clips the most likely reduce the shielding effect of the case. Typically if the APPS sensor drop out of range for anytime it "should" throw a P0122 code for low volts because it did drop too low. In your case with the p-pump set up I'm not certain what the other system errors will do to impact the reporting. http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes-cummins/151-p0122-apps-sensor-signal-voltage-too-low Monitor & Set Conditions Accelerator Pedal Position Sensor (APPS) voltage is monitored when engine is running. DTC may be stored if low voltage is detected on APPS signal circuit or low voltage is detected between Engine Control Module (ECM) and Powertrain Control Module (PCM). Possible Causes 5-volt Supply At APPS Shorted To ECM Sensor Ground APPS Signal Circuit Shorted To ECM Sensor Ground 5-volt Supply To Ground APPS Signal Circuit Shorted To Ground APPS Signal Circuit Open To ECM PCM (APPS) Short To ECM Sensor Ground ECM (APPS) To PCM (APPS) Circuit Shorted ECM (APPS) To PCM (APPS) Circuit Open Short To ECM Sensor Ground Accelerator Pedal Position Sensor (APPS) Engine Control Module Powertrain Control Module

Mine is much lower in the RPM spectrum. This is based from the amount of timing again. So like from what I've learned from all my conversations on the phone. Like Smarty economy mode with heavy timing actually doesn't work good at all and reduces timing. From another member he informed me that level 7 is the best. So this tells me that aggressive timing does have it place but most likely at highway speeds where crank speed (RPM's) are high enough to warrant more advancement to keep fuel burn timing in the power band. Now it respect to that like city stop go traffic where RPM rarely get high it would not be optimal because the timing is already outside the power band at lower RPM's. This is where my MPG fooler came to existence. Being most all programmers add timing to counteract the emission stock tune of the ECM. Like myself I live hours away from any interstate or speeds above 65 MPH. Local speed limits are 45-65 MPH city speed limits are 25 MPH and residential are mere 15 MPH. Idaho is much slower life style up here. So designing around that I used a potentiometer or rheostat to very the IAT temps up and down to see where I wanted the timing to be. the colder the IAT became the more timing was added. The more warmer the less timing was added. I basically ran at different IAT temps for months at a time looking at what gave the bast gain. http://articles.mopar1973man.com/general-cummins/34-engine-system/459-speed-mpg

Daily driver eh? I'm running Edge Comp and +50HP injectors. Stock 3" exhaust, BHAF, stock intake. Do very well at mid 20's MPG empty running. Then 11-14 MPG hauling the RV. As for power it possible to get the tires to break loose in 4th gear. Plenty of power. At least with a Edge or Quadzilla you'll have better fuel management that stacking chips or most any programmer. Now if your 3rd Gen I would suggest Smarty over Edge or Quadzilla. Smarty in the CR engine is much better programmer and fuel management on CR engines.

Might not hurt anything but from a efficiency perspective excessive anything (fuel, timing, etc.) can push your efficiency out the window too. There is a balance to everything.