Mopar1973Man

Be careful... If you place a diode in the line so positive DC will flow also the positive side of the AC waveform will still flow but negative side will stop. There is going to be more than a single diode. Remember it takes 2 diodes minimum to filter AC down to DC. 4 is called a full wave rectifier ans 2 is called a half wave.

Ok. So how would you create a filter that can hold the max current flow of the alternator like during grid heater cycles in the dead of winter without burning up the filter itself? It would be the logical thing to do but can it be done? Could there be a filter device added to the charge lead of the alternator that would warn or disable the alternator if the output is to high in AC noise? Now its time for Yankneck to think on this one?

Just like putting a noise filter on the PCM for torque converter lockup issues. Now you have protected the PCM or VP44 but now the other devices take the AC noise as well. Remember its just easier to keep a clean alternator than to attempt to filter every single device and prevent AC noise introduction. Again I'm on the home stretch of 200k on this pump. No other device issues either. It would be easier to just remove the alternator and then there is no more AC noise issues period. Pure DC power solely from the batteries.

Thanks for the video!

Here is what Ed is talking about... http://en.wikipedia.org/wiki/MOSFET

Here you go.. http://en.wikipedia.org/wiki/Transistor Transistor as a switch Transistors are commonly used as electronic switches, both for high-power applications such as switched-mode power supplies and for low-power applications such as logic gates. In a grounded-emitter transistor circuit, such as the light-switch circuit shown, as the base voltage rises, the emitter and collector currents rise exponentially. The collector voltage drops because of reduced resistance from collector to emitter. If the voltage difference between the collector and emitter were zero (or near zero), the collector current would be limited only by the load resistance (light bulb) and the supply voltage. This is called saturation because current is flowing from collector to emitter freely. When saturated, the switch is said to be on.[29] Providing sufficient base drive current is a key problem in the use of bipolar transistors as switches. The transistor provides current gain, allowing a relatively large current in the collector to be switched by a much smaller current into the base terminal. The ratio of these currents varies depending on the type of transistor, and even for a particular type, varies depending on the collector current. In the example light-switch circuit shown, the resistor is chosen to provide enough base current to ensure the transistor will be saturated. In any switching circuit, values of input voltage would be chosen such that the output is either completely off,[30] or completely on. The transistor is acting as a switch, and this type of operation is common in digital circuits where only "on" and "off" values are relevant.

Kind of like a weird deal on GMC/Chevy's they used two different sized U-joint on each end...

Yea I got a spare VP44 on the shelf ready for tear down. Its a 027 Rev pump so its the newest out.

Actually you hear more about the carnage of someone doing something stupid.

I think transistor damage is partially AC noise and poor electronics (modules). I still can't see 130*F being a issue for transistor. I've seen amplifiers get quite hot. CPU in a normal every day PC is loaded with thousands transistors. Both AMD and Intel processors will run upwards of 160-180*F on a full load run. So why does a simple single transistor fail in a PSG unit at low temps (not enough to trip the P0168 code). The only other thing is maybe the early years Bosch used margin transistors in the manufacture and they couldn't tolerate the load and POOF! So now they have updated the transistors to to tolerate loads of the VP44 solenoids.

Wow! Nice find on a cheap (free) repair!

He's wanting the luxury of dropping drain plug and spinning a old filter off and new one on. Kind of like Subaru's got. Then you never have to drop the pan for any reason nor have the huge mess. Dodge has always had the nice big pans that would flop down on one side make a huge mess then you had to change the filter inside the transmission.

I know you did the APPS sensor voltage. Just remember one thing idle as long as the OE APPS sensor is BELOW the tag voltage then the ECM will IGNORE the APPS voltage and use internal ECM software for Idling.

Naw... Start worrying when you pass this gent... The reason why is the odometer stops at 999,999 and there is now way to track anything from that point. But the Cummins will keep on running there is reports of a 1.67 million mile Cummins still running. Oh welcome to the family...

Double check you fuel pressure Edge Juice has been known to inaccurate on fuel pressure sensors and be much lower or higher causing some of your issues. I would hook up a mechanical gauge for testing.

http://forum.mopar1973man.com/index.php?/files/file/45-2001-dodge-ramrar/ There should be diagnostic information in the FSM books for automatic issues.

Timbo has no adjustment. Only the OE APPS Sensor.

No. You want to read this... http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/26-engine-systems/37-apps-sensor-voltage-adjustment Timbo's APPS doesn't have a set voltage since its all mechanical switch now. As from the link above the OE APPS is design to sense a voltage toggle from idle to throttling. When in idle mode the voltage is not used any more only the ECM software is used to set idle so as long as a OE APPS is BELOW the tag voltage your golden.

Bingo! Now you know why I started looking for who re-manufactures and who doesn't. Then you can interview the companies one at a time and see who is replacing and who is re-using PSG units. As far as I know Blue Chip is not a rebuilder someone else rebuilds his pumps and unknown who. I know that both DAP and Vulcan Performance both come from Industrial Injection which is a VP44 rebuilder with a Bosch 815 test stand for calibration.

I also did it in one piece as well. Just got very creative with ratchet straps and a floor jack.

Double check your code number to these... A lot of generic code readers don't display the proper definition of error code. http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/150-p0121-apps-sensor-volts-do-not-agree-idle-validation-signal http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/151-p0122-apps-sensor-signal-voltage-too-low http://articles.mopar1973man.com/2nd-generation-24v-dodge-cummins/59-obdii-error-codes/152-p0123-apps-sensor-signal-voltage-too-high

Well I know the VP44's from DAP or Vulcan Performance are both sold with NEW PSG unit on the VP44.

Might hop over to the Download section and grab a Factory Service Manual. Either the 1999 or 2001 will work for you.

Quick question what's your cranking fuel pressure?

I do. It seems to filter out quit a bit of soot and other junk. The only thing I'm not liking it that toilet paper manufactures are changing roll sizes and makes it a real PITA to find the right sized stuff now.