Mopar1973Man

I'll have to try that this winter...

That's funny... I was in the same boat too after 7 years and 135k miles. I gave up on the BHAF not because the filter minder moved but, I was getting a bit worried about the discoloration of the filter media inside. The BHAF was starting to darken like the dirt was making that far. So for sake of my engine and the filters are cheap I replaced it.

No. I'm running open filter mostly dirt roads and get 100,000 miles easy out of a filter. Keep the questions coming... We love to answer questions...

I'm close I can say that your breathe will freeze and turn to small crystals just breathing. The truck exhaust will have a long white vapor trail as you drive down the road. Crankcase vent will drift all the way to the rear bumper. As for peeing I doesn't exactly freeze in mid air but it does freeze on the ground rather fast. As for the coffee mug it typically holds up well but the coffee turn cold rather fast. Basically no different that coolant in your truck it takes time to cool off. But gets shorter and short as the temps continue to fall in the minus.

I kind of wonder if the CP3 is built like the pump part of the VP44? 3 plungers all pumping together.

I'm not a automatic guru by no means. But there is 3 bands in the transmission (if I'm not mistaken). But what your suppose to do is tight the bands up to 92 inch pounds and then back off a set number of turns. Then lock the jam nut. So that's what a band adjustment is in a nutshell. I'm sure one of the gurus will pop in soon.

But now its not leaking/burning a drop of oil it still just how I filled it. Slightly over-filled.

P0237 is a MAP sensor code and the P1687 is a CCD Network communication error. As for doing the check gauge feature that just test the cluster to see if the cluster is fine but does nothing to test if the CCD network is talking to the cluster. http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/167-p0237-map-sensor-voltage-too-low http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/226-p1687-no-cluster-bus-message

Like for the last week or so I've been keeping an eye on oil level and its not moving a bit.

I would say 14-20 PSI after seeing the size of thee outlet hole of the VP44.

My bad... I missed the automatic in the signature I was guessin'

If you going to add a boost elbow to increase boost pressure you going to need a modules or programmer for sure to do the boost fooling.

For us here in Idaho its going to break the record books for sure.

This is the tough part there is so many people worried about excessive heat in the summer time on the VP44 PSG. Then we worry about the winter time gelling up and try to find way of putting heat in the fuel. I think it would be better off knowing what the fuel temperature actually is rather than guessin'.

I guess all my tight maintenance has kept that little 46RE transmission going. MoparMom and I figure we'll drive these trucks till the wheels fall off. Truly they both have been rather low maintenance and failures are very very rare.

As for the ASD relay swap with another relay. This should be tripping a P1389 code. As for fuel pump relay swap with another relay. This should be tripping a P1689 code. As for the overflow valve its rarely. bad but you could pull it out and test. http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/25-fuel-system/88-bosch-vp44-injection-pump-overflow-valve

As for the two error code was the only thing wrong. Steve at Alpine Automotive inspected everything he could and didn't see any problems with the rest of the transmission so Governor Pressure sensor was all replaced and band adjusted and fluid change with filter. I'm planing on adding a transmission temp gauge to this truck for the safety sake. I does get use for hauling trailers now and then.

For all the members in the northern states I would like to alert you to the fact we have cold weather coming so be aware and get you winter supplies together for your diesel fuel and be ready for cold temperatures. I'm forecast to be as low as 14*F above.

Actually the first sign of failure for me was white smoke at 48k miles and then the P0216 code by 50k miles...

I also think at least for the 24 valved truck with the VP44 and the injector return will warm the fuel eventually. This is one of the small reason I kept the stock filter can is it draw warmth from the manifold and warm the fuel as well. In 12 years of ownership I've never experienced a gel up problem. I've seen winter temperatures as low as -25*F and no issues starting or running issues. I might see a slight drop in fuel pressure but that's all.

I would take a few gallons of cheap gas or ATF and rinse all the debris down through the pan with the plug out. Then drain well over night load with oil. Strap it down with 4 or so ratchet straps using blocks and everything to steady the engine. Do your test fire. Even after the engine is installed to a vehicle I would only run maybe one day then change the oil again. At least knowing you got all the debris out of the system. As you'll see you can do a test start on a pallet.

Me78569 it might be time to turn that around into a article page with all the important part number can be found in one easy spot...

Look up the MSDS sheet for the Cenex... http://www.cenex.com/~/media/cenex/files/sds%20library/msdswinteraidiiwinteraidiii.ashx

Manuals where all HX35W turbos...

... with both posts.