Mopar1973Man

Geez...

Even my +50HP are fun... Just ask JAG1 about them...

Heading to 200k for my AirDog 150. But I bought it back in 2006 when thing were better back then... Only need 7k more of the VP44 to cross 200k miles.

http://swepcolube.com/ http://swepcolube.com/products/swepco-308-premium-cj-4-plus-diesel-engine-oil Been around awhile...

Russ got it... But sad to say looking at the history of Russ truck it looks like the RusT won though...

I see that the fuel temperature shows up on the Cummins Onsite but its limited to just the ECM. Lots off good data there just limited to Cummins Onsite.

Nevermind... I can't play at all. 243,000 and climbing every day.

If I had time on my side I would consider making a removal tool out of the broken tap. Take notice there is four hollow gaps along the broken part of the tap in the housing. Now carefully mill out the center of the old tap till you have two pins basically to fit into the hollow gap in the broken piece. Before going on I would blow out all debris, lube and heat the part. Now carefully attempt to spin it out broken piece of tap. But that's much easier...

As long at the oil meets or exceeds the minimum requirement of the device... Why not. The only other factor will be is cost.

First off let me be very very clear about something. OBDII information will not add more gauges than there is sensors for. So if people are looking to replace conventional gauges with OBDII directly it's not going to to happen. Being fuel pressure and EGT's are not part of the ECM sensor array. So that being said I want to learn how to dig out the hidden bits of data that are floating around the ECM & PCM like fuel temperature and Transmission temp. Those would be a nice addition and goal to reach for. As for what I know. I know that both my 1996 Dodge Ram (Gas) and 2002 Dodge Ram both use ISO 9141-2 (5 baud init, 10.4k baud). The refresh rate is roughly 4.2 PID's per second. I know that out of the standard OBDII data there is 10 known PID's for the 2002 and 14 PID's for the 1996. Being the 1996 is a 46RE automatic I should be able to tap the transmission temp sensor and get the fluid temp. Then on the 2002 Dodge I know the VP44 has the fuel temp sensor and modules like Quadzilla and Edge both can read this data from the OBDII port. The biggest thing is doing all the reading of SAE and different OBDII standards. Bad part is Cummins did NOT follow the OBDII rules so the extended data is going to be a bit tricky to find. Now are a rule of thumb most manufactures changed from Mode $01 to Mode $22 for extended data. But like after doing my study work for the past two days finding Toyota uses Mode $21 for extended data. So this just makes addressing a bit tough. So I've been digging into ScanGauge II and seeing similar things of data and addressing. That's what gave me the break I needed was looking around and finding header address 68 6A F1 used on most ISO 9141-2 even if you look close you'll see ScanGauge uses the same thing. http://www.scangauge.com/support/x-gauge/xgauges-for-iso-vpw-vehicles/ Which now looking again tonight as I type this. I starting to understand the ScanGauge II X Gauge format in rough layout. TXD (Transmit Data), RXF (Receive Filter), RXD (Receive Data), MTH (Math). So after the ELM 327 document you'll see how the ScanGauge II does the data search for the information and displays it. But to keep the confusion down I like the Android Tablet idea much better because your working with human readable information and not strictly Hexadecimal like ScanGauge II. So now just look at (link below) and look over the Mode $01 data. This is what most tools like ScanGauge II are capable of seeing. Now If you got the talent for ScanGauge II and Hexadecimal then you could follow along and get the extended data to work also. http://en.wikipedia.org/wiki/OBD-II_PIDs Now open this up and flip to page 15. These PRN's are the extended data hidden in the ECM. SAE J2178_2v002.pdf Like PRN 102F is engine oil pressure, PRN 1044 Fuel Temperature, PRN 180B on page 16 is Transmission Temperature. Just going to take more study time.

Look a bit long at the picture the filter appears to been struck from the firewall side. (On the end cap?) Look close at how the metal screen folded up.

Always love every ones fuel pressure numbers. Fact is Dodge states 10 PSI as a minimum. As a group we state 14 PSI to keep the overflow valve open (Unofficial). But I love hearing the all the pressures ranging from 5 PSI to 10 PSI from all the different shops.

Just for information value... If your ECM did die then here is a spot you could try. http://www.kleinbottlecomputer.com/

Ummm... Stock bulbs. Funny thing is I've still got factory light bulbs all the way around the truck yet (except headlights). Never lost a taillight yet. http://www.napaonline.com/Catalog/CatalogItemDetail.aspx/Taillight-Bulb/_/R-LMA3157_0455488658

Dorkweed's sense of humour is still going...

Ummm... You are too quick to give up. How about... http://www.obdlink.com/mxwf/ Designed just for Apple products (iPhones, iPads, etc.)

That's the thing the metal screen is what gives it structure. So I really doubt its heat cause. Your hood isn't making contact with the filter is it? (Crushing)

That looked very similar to a filter a vendor sent to me to try but when I got the filter it already had the standard pin holes like K&N filter does. From the picture it appears to be a standard washable media filter. So my bad on that... But I wonder what the price of the filter vs. the life span before being consumed now? Being its not washable how many miles will it go before pulling a water column vacuum on the filter? As for the damage if there is no holes visible I say go for it. But if the media was distorted enough to create a pin hole I say replace it. EDIT: Looking back at the picture. You didn't rotate the filter did you? If you didn't move it then I would say its possibly been sucked down. But if you did rotate it from the bottom then I would say it was damaged from beating against the fender. I can't see getting damage on the top of the filter unless it stands taller than a BHAF which mine barely rubs the hood near the firewall. But still mine is not tied down and not distorting.

Just probe the wire with a test light to see whats going on.

To simplify the learning curve I started with the 1996 Dodge Ram 1500 with only the PCM to find. I've got to say "SUCCESS!" I figured out how to address a simple gauge like "Tachometer". The 1996 Dodge follows the PID listing for the ISO 9141-2. Take notice the module/header is 104. This is decimal for hexadecimal 68. Now to move over to the diesel and try again... Then dig deeper into the dark corners of that ECM (Evil Laugh)... I'm going to keep moving forward. Like what I found in the SAE doc...

Ok. But there is always going to be someone wanting to add Big Bang Injectors or similar so that's why I'm asking if they aftermarkets are of the same quality or not? Nice to see 6.7L engines getting there act together. But lets give them more time and see what happens in the future.

Check with the site vendors... http://forum.mopar1973man.com/index.php?/forum/140-vendors-dealers/ Vulcan Performance, DAP, CPP Diesel, etc... Personally I'm not fond of any washable filter most will fail shortly from excessive washing.

Added more PDF documents to the original post showing more about the OBDII port under the dash... I'll keep adding more documents as I find them.

Brian you speak of Bosch changes. How about most of the aftermarket injector market do they follow the Bosch changes as well?