JoeMcCaz

Good thoughts for sure. Information is (usually) free - good information is priceless. I get needed Cummins parts at the local Cummins/Onan shop and have an account there. Probably best place to start. Difficulty is the parts dept door is locked, due to CV19, you have to call from outside, order parts, they come out get payment then bring you your parts, so calling is probably way to go.

John, You busted me on the TDR threads. I appreciate you reading both as they were indeed novels and exercises in futility - not because of replies just because what was planned to be a simple tune up and remove the exhaust haze turned into the nightmare I'm living with. After I thought a good deal regarding Mopar1973man's post "Specifications" and his next one "There was another member here" I did want to reply that I'd most likely call FDI and ask about specs they set injectors at (asking if they go by the specs that were mentioned above) when building them, but I decide not to yet. I just wanted to step away from all this for a bit, outside of the truck situation there's about 2 or 3 other non truck related things going on that are similar to the truck thing, you know things that are supposed to be simple and go smoothly that just find a way to screw everything up. But after reading that you had read the other two TDR threads I was pleased that you read them and just had to reply today as follows; -Thank you for reading the dreaded threads on TDR outlining what I've experienced and tried thus far, and -I will contact FDI and inquire about the specs they use when testing after building. If FDI can quick turn around I'm might consider sending the injectors back and ask them to set as outlined (above)? Or perhaps and actually preferable to me, if I can find a reputable shop near me (BTW: near me is Levittown, PA 19057 presently) that'll bench test injectors while I'm there = I'll remove them, hop in car and drive to shop then reinstall. The difficulty for me - because I've always done it all myself - is finding a reputable shop. I know of a few diesel shops near me but have no knowledge of what they do and/or their reputation. Any suggestions regarding experiences with good shops near me are greatly welcomed. That's it for now and I need to just let this go for a bit, I'm bald as it is and there's no hair to pull out so... Thanks again guys.

Thanks. All good information. Way over my head. I'm not questioning or disagreeing with your reply. Whatever the idle is, be it 800 or 850 (factory Tach is simple indicator), it has always and continues to be "the same". This "the same" (idle) means from the time I purchased it in 5/01 w/75,000 mile in bone stock configuration, thru the years and several different injectors, up to and including right now=today with over 255,000 miles. Still asking why "never stalled before" and "immediately after installing" refreshed injectors it began stalling, "and" then continues to do so with the "newly built" injectors?

Not going to be able to get scan tool that'll read engine load as outlined above. Not trying to be argumentative or a smart Alec, if 800 is where the idle should be and not 850 then from the time I acquired the truck (05/01 bone stock as mentioned in OP) the idle has always been too high (and every other 2nd gen 24v auto, or stick, I've seen at shows, dyno events and the ones my friends have owned idled at 850) that would mean the pop pressures on the stock, as well as every other set of injectors I've installed over the years have been too low, sorry doesn't make sense. From the in dash tack, whatever the lines mean between the numbers, the idle has always been the same be it 800 or 850. Let's say if the reason for stalling is because pop pressures are, and have always been too low on every other set of injectors over the years, wouldn't the truck have always stalled, and why hasn't the truck (at whatever idle which it has always idled at) never, ever, stalled before - when placed into gear or under any other circumstance, until recent installation of refreshed injectors? Once again I'm not disagreeing or questioning your knowledge/expertise, I'm just replying that this doesn't make sense. A bit of not mentioned in OP info. After stalling began (immediately after installation of refreshed injectors) I called Flux Diesel and spoke with April and Don. In an effort to eliminate the refreshed injectors as reason the truck began stalling they sent me a newly built set of Mach 5's (at no extra charge over the original cost of refreshing). Remember a few things here: 1- I purchased the Mach 5's from Flux back when they were known as Formula 1, installed Fall of 2006 and never had any problem with the truck. 2-I sent these same Mach 5's to them to be freshened up. All I've said in this post is reason I'm saying the reply to OP just doesn't add up. Thanks for all replies.

New annual member here. I'm hoping someone on this site can help figure out what's causing the stall issue. Without writing a novel, as I have on other forums, I'll be as brief as possible and try to provide as much info to help repliers and to ward off 50million posts that will just skew and clog this thread. In advance, no offense intended and I welcome all well thought thru replies, Thanks. I acquired my truck (wish I could figure out how to create a signature?) in May of 2001 it had 75k on it and bone stock. July 2001 installed gauges: combo boost/egt, fuel psi and trans temp. Spring 2003 with 130k trans started slipping, had DTT master rebuild done. Outside of trans build, alignments and tire installations "no one" has wrenched on my truck but me. Fall 2003 Formula1 (now FDI) Mach 1.6 (85hp) injectors, Edge Comp (VP tapped) and relocate LP to frame. At some point I got it on a chassis dyno and it rolled like 350hp & 790tq. Fall 2006 Mach 5 (200hp), HTT QD 64/14 turbo, Vulcan Draw Straw, Walbro pusher pump, big line (1/2) kit and spin on filter at frame. Spring Fling 2007 rolled 525hp & 1000tq. March 2009 original VP just died. New VP installed back on-line. Fast forward to Fall 2020 and 260k miles, hazing at idle more than I cared for, sent injectors to F1 for a refresh figured they were pretty old and had in excess of 130k miles or so on them it was time to give the old gal a tune-up. Immediately after receiving and installing the injectors the truck began stalling when placed in gear (Drive-D or Reverse-R) or if it didn't stall the idle (850) would violently/quickly drop to 500 and then jump back to 850. There's more to the story since Fall 2020, but don't want to create a novel in my first post and don't want to skew fresh thoughts from you all with things done since then. Have at it guys and gals. I so look forward to your replies.