01_Cummins_4x4

Mike, do you have the part # for the t-stat, or which year of 6.7 Cummins to look for?

Brand new set of DAP 150hp SAC injectors (set to 320 bar) installed this last Friday night, and so far everything seems normal and great again.

I rechecked the valve clearances and they are correct. I find it illogical that if an injector is bad, that it should've had this same issue with the other pump. I narrowed it down to the #3 injector as it wasn't firing in a normal rhythmic pattern, and a pump wouldn't isolate this issue to just one injector. The injectors are OEM Bosch with 150hp nozzles, and I suspect they could be the original injectors from 2001. I pulled the injector apart and one of the thin shims in it was broken in two pieces. I ordered a new set of DAP SAC 150hp injectors, and I'm just waiting for them to show up. I requested them to be set at 320 bar.

My friend who has been building diesel trucks for over 17 years listened to my injectors, and the #3 injector isn't receiving enough fuel pressure from the new pump to help it pop off normally. It is clacking but intermittently. My friend has another friend that had the same exact issue with the miss at idle after the engine warmed up, and it was his VP44 pump causing the miss at idle on his Cummins. I pulled the pump off in 45 minutes and will be calling them tomorrow morning and see what they're going to do ASAP, since this pickup is my only rig to get to work in.

But why would it show up only after an injection pump change? My FASS 165 is still running the same fuel pressure at 17-18 psi. The injection pump I took off was still working and only had code 0216. It just wouldn't let me build any boost until the engine was warmed up to 115* due to the previous owner starving it of fuel due to a plugged fuel filter and it probably seized up the timing piston in the pump. I still have a good set of OEM Bosch stock injectors from my other 01 pickup. I guess I can go through the hassle of installing them and see if the issue persists or goes away. I just find it odd that it happened after a VP44 pump change. If the injectors are bad, you'd think that they would've done it with the old pump as the load on the engine is still the same as it was before.

I just wanted to put this out there, that before the new injection pump got installed, my idle used to be 750ish rpm. If the truck is cold, it doesn't flutter, only after it's warmed up. I would think if it's an injector issue, it should do it all the time and not intermittently. I'm leaning towards air in a fuel line or I'm wondering if it could be the fuel temp sensor in the new VP44 pump?

I do not notice the slight flutter while in Drive or Reverse. I have no idea as to how many miles are on the injectors as I just bought the pickup 3 weeks ago. The pickup only has an original 197k on it. It didn't do this until after I installed a new injection pump and checked the valves - .010 intake valves, and .020 exhaust valves.

I feel it in Park. I'll have to check it tomorrow morning to see if I feel it in Drive. I don't see any wetness around any of the fuel lines to the delivery tubes to suspect an issue there. Since I only bled #1, #3, and #4, could there be a chance of air trapped in one of #2, #5, and #6 delivery tubes/injectors? I'd of thought it'd have worked itself out after running it a while after the initial startup.

I've just never experienced this issue before in my other (3) 2nd gen Cummins, with the last one having 100hp injectors in it.

I decided to try and reset my Scan Gauge Il PID for the MAP sensor and now it's showing up again, and it's hovering around 28 at idle. RPM at idle is around 880rpm. I just feel a slight flutter when the engine is idling, and there are no codes. I changed the VP44 last Friday, and then adjusted the valves on Saturday - .010 for intake, and .020 for exhaust.

I noticed yesterday that when I pulled into work, at idle the truck has a very slight flutter. It seems to drive normal down the road so far, as I haven't experienced any serious changes beside the slight flutter at idle speeds. The Scan Gauge II was showing no MAP reading at all, but it was showing it like normal before. I checked and there are no CEL codes at all for anything right now. I unplugged the Edge Comp tuner and plugged the factory MAP sensor plug in, and still no reading. Is it possible for the MAP sensor to just quit all at once?

I got an Oregon Fuel Injection pump and paid extra for it because it comes with the wire tap - tuner ok warranty. This pump comes with all the Bosch updates and the latest head assembly to handle the tuner or programmer being attached to it. I installed it last night and finished at midnight. Then this morning I adjusted the valves, and then changed the engine oil and filter. It runs great like normal again now.

All of the pickups that I've ever seen only have 5 factory halogen cab lights mounted on them. Someone else has done some modifying if there is 6 of them on there. If there's 6 lights, then you'll need to buy 2 sets of the same lights to add the 6th one to the mix.

I was looking online and found Oregon Fuel Injection in Eugene OR has their own Bosch EPS815 test bench/stands to test their pumps. I can get their "wire tap" approved pump for $1,661 + $500 core. I think we need to add them to the vendor list that have their own certified Bosch 815 test facility. https://oregonfuelinjection.com/ Industrial Injection has a 2 yr warranty on their VP44 pumps, but they said they are on a 4-6 week delay for new orders.

I had already suspected the pump as being at fault, but the Edge Comp box has proven to cause certain drivability issues and certain error codes, so I wanted to be sure it was the pump before spending the money on a replacement one. I bypassed the Edge completely and it threw the code again instantly, which I thought it would do so anyway. Which vendor has the best price on an Industrial Injection SO pump?

The previous owner always ran the Edge Comp box on level 4 or 5, so that's where I had it. Tonight I decided to clear the code and turn it down to level 3 when the pickup was cooled off but not totally. It was not building boost and it still threw 0216. So I stopped and shut it off and cleared the code and set the Edge on level 2x2, and so far it hasn't thrown the 0216 code yet. So, could this be a bad wire tap connection since it was defueling in levels 3x3, 4x4, and 5x5? Or maybe a problem with the Edge Comp Box?

On my 01 Cummins it only has code P0216. I turned off my Edge Comp box and cleared the code and test drove it. It was still lacking power when cold (not making boost), and it popped 0216 again. I wanted to rule out that the Comp Box maybe causing the issue. Would I need to actually unplug the Edge Comp box map sensor and plug the OEM harness to the map sensor and unplug the Edge tuner, instead of just turning it off, as a true bypass test to rule out the Edge Comp box causing the timing issue? The previous owner did tell me that he ran it low on fuel pressure from the lift pump once and changed the fuel filters on the FASS 165. Lift pump pressure is 17 - 18 psi constantly, so I know the lift pump is working properly. There is no white smoke out the exhaust either. Once the truck warms up enough, it makes boost up to 43# no problem. I'm assuming that my electronics on my VP44 are shot on the GB Remanufactured Inj Pump from Xtreme Diesel Performance. I read that I could mildly heat up the electronics module on top of the VP44 with a heat gun when the truck is cold and then see if it will product boost pressure with the Edge Comp tuner working on it. If it makes boost in that test, then the electronic module on the VP44 is bad.

I lucked out on this. Previous owner had messed with the sensor connector and the positive wire pin wasn't contacting the sensor pin. I ended up cutting both wires so that the pins could lock into the connector, and then I connected them back to the two wires. Now my IAT sensor is working correctly again.

My ScanGauge2 is showing my IAT constantly at -40F. I just installed a brand new IAT sensor, with no change. Since it's reading -40f constantly, is that an indication that it has a bad ground wire? I have the IAT sensor trouble code showing until I can get this fixed. Thanks!

Unless you have a lot of money and spare time for a conversion nightmare, your best bet would be to find a 09-12 Ram with only the EGR and delete it and the EGR cooler. You'll most likely need to run EFI Live on it with a tune on it to keep the CEL off because of being deleted.

It's just a link for transfer case parts. Usually they have them in stock and ready to ship out.

https://torqueking.com/xv4003-1998-2002-dodge-np241dhd-transfer-case-exploded-view/

This truck is a factory Laramie SLT model via the build sheet on the VIN, but it didn't come with the overhead compass, outside temp, and mileage display, auto dimming rearview mirror, or power driver's seat. Is the wiring already in place to add those items plug-n-play since it's a Laramie SLT model? I guess I will need to pull the overhead console down and see if the correct wiring harness is already there, or if I need to start grabbing parts from a pick-n-pull yard.

There isn't a TIPM (Totally Integrated Power Module) on a 2nd gen, only on the 3rd gen trucks, which still have the ECM on the engine as well for the Cummins engine. You have the PCM on the firewall, and ECM on the Cummins engine. The 1500, 2500, and 3500 cabs are the same dimensions - regular cab to regular cab frame, and quad cab to quad cab frame. The frames are the same width, except for maybe the Cab and Chassis model. There was some hearsay about the frames having thicker walls on the 2500 and 3500 pickups, but nobody has proven that theory yet that I've seen. The front suspension is beefier to support the Cummins engine weight, and the Cummins powered pickups use 3" wide leaf springs vs 2-1/2" wide on the gas trucks.