Mopar1973Man

http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/172-p0230-transfer-pump-circuit-out-of-range http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/175-p0336-crankshaft-position-sensor-signal http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/229-p1690-vp44-ckp-sensor-does-not-agree-with-ecm-ckp-sensor Do a bit of diagnostic work first. You might just fine bad wire or other minor issues.

I would like to say "Sorry" as well. It came down to a simple fact we over ran the server (share hosting) like Ed said if there was over 100 people on the server I was booted out and unable to enter to till the volume drop which made my job difficult. But now trying to resolve this took money which I did not have at all. So I was attempt to divide up the jobs and light my load. So I gave the staff a job of handling a damaged file which turn into a argument of "Why did you do this and that?" At that point known I work for nothing for the most part. Being pushed into a corner server wise and then have the staff argue with me on how the site setup. Kind of broke me. So I was man enough to start it... I'm man enough to end it. Well like Ed said people pooled together and within 24 hours came up with the funds to get new server. Again the job not over for me. I now end up pouring WEEKS of time into moving servers, re-setting up, moving domains servers, moving database servers, moving email servers. Setting up each one, testing and securing everything. So now completed the move at the beginning of March. This includes be on the phone with both server companies for hours hashing out the move and getting server setup and tore down. We now have a new home but at current standing more or less can cover about 9 months with all the current bills and the money runs out. So I've got BoD now hunting for vendors that are willing invest ad dollars in the site. I've got one member that created 15 badges to be sold which I'm waiting to see in the mail soon. Truly in all the years of owning this domain (Oct 4, 2007) I've never made a profit. The one year I did make a little profit I had custom shirts made for the existing staff and windshield banners for Christmas Gift. (Late Gift). But that was the only time... So now all the bills have gone up but the income is still very weak and limited. So this why we closed up some what and giving paying/donating members more of the pie than the free members. But again like Ed said it was voted on by the BoD to make changes. This does take a bunch of weight off me and gives it back to the site to work on it. So I'm more or less a Web Site Administrator that is work for peanuts (worse than that at times). So now you can see why I'm was willing to give it up. Ed is probably the only one that knows of how many hours I laid in bed with my laptop working into the late hours of the evening resolving issues and problems on the site. It actually what the BoD say now. http://articles.mopar1973man.com/mopar1973man-com-site-information/471-donations-membership http://articles.mopar1973man.com/mopar1973man-com-site-information/472-staff-members

Yes. Then you can plumb your air brake line from there. Also make sure you set the needle valve to delay the needle rise for about 1-2 seconds getting to full pressure.

Now the question is, Where is the leak? So if I was in your shoes I would by a can of freon with the dye in it. Now run the A/C for a good 5-10 mile trip. Then park the truck in a shade or dark shop. Grab a black light and go hunting for the dye. Majority of the system you should be able to view under the hood. Now as for evaporator that is the only piece you have to remove from the box to see. So if nothing pops up under the hood then most likely a evaporator issue. You might find the tell tale signs of greasy parts too.

Tapped Banjo Bolt -> Needle Valve (WH6820) -> Male 1/8 NPT to Compression 1/8" tubing -> 5 feet of Air Brake Line -> Female 1/8 NPT to Compression 1/8" tubing -> Gauge Because the air isn't trapped in the fuel system. As pressure goes up and down the air is replaced with fuel automatically. But on a isolator system the air is trapped in the coolant side and never get out. Not to mention thee isolator typically takes on water hammer damage eventually.

I typically just left the fitting on the gauge loose and bled it out and tighten the fitting up. But after awhile I gave up bleeding the air out. All the brass is found typically in a NAPA store. The tubing is 1/8 air brake line (rated burst strength of ~600-800 PSI). Tapped banjo is normal found at Geno's Garage or Vulcan Performance.

Holy Cow look at that HUGE hose for a fuel pressure gauge! Mechanical Gauge setup... My Current Electric Gauge Setup.

I would be getting a live data tool and watching the rail pressure and lift pump pressure and see what's going on. I know that 3rd Gen's have rail pressure sensor which I'm not exactly sure how it effects the trucks performance if it bad. Russ has a good point of the fuel cap being possible. Tank vent's are typically vacuum release but not pressure. So now I got to ask is it possible there is cylinder pressure leaking back into the fuel tank through the return rail of the injectors. Most likely a bad copper shim?

http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/205-p0622-generator-field-not-switching-properly http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/248-p0743-torque-converter-clutch-solenoidtrans-relay-circuits http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/388-p1765-trans-12-volt-supply-relay-cntrl-circuit I can see the P0743 and the P1765 being possible from your TQ conv lock up switch. P0622 is strictly the alternator circuit.

You'll have to cut and paste it here. My browser is being picky with the way back machine.

Even just the basic information is better than none. I keep seeing all these old boxes floating around on forums and I figured I would start to create a article of some of these units.

OBDII is the current standard. http://en.wikipedia.org/wiki/On-board_diagnostics

More? Anyone?

There you go. The article got lock some how on my last visit.

Because I moved it... http://articles.mopar1973man.com/2nd-generation-12v-dodge-cummins/71-interior/473-custom-gauge-installation

Fire it up on youtube I want to hear this...

What error are you seeing?

I can tell you that all the years of running straight pipe 3" exhaust everyone always was shocked at how quiet my truck was. Now they are really blown away because there is more turbine noise now and way less drone and exhaust noise.

Try again. Typically the first save needs to be inspected by staff then you should be able to return and edit.

That should resolve that... Give it another shot.

Commonly found in over the road trucks. I'm sure they will work for our applications too.

I'm just like Russ but a 3" through the center but no drone at all towing or not. The only difference I can hear the turbine spool up now. To this...

I got to admit there is nothing like a good Cummins. Funny though in the industrial world for over the road truck most didn't like them.

Hey Gang... I want to build a article page of all the modules available for the 24V Dodge Cummins. I want to list even obsolete modules and there ratings too. I want all information possible. Company name, web link, module model, Changes from one to another if know, amount of HP/TQ, wire tapped or not. Software downloads, etc.

Here is how to do it. http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/27-hvac-heating-ventalation-and-air-conditioning/57-air-conditioning-evaporator-core-heater-core-replacement