24Vdodge

Yeah was thinking the APPS was on it's way out the last month or so. Are the pedal conditions normal that I described? RPM increasing, but the truck not picking up speed. Is that common when the APPS is on its way to the grave? Or do I have another issue?

For about the last month or so, sometimes when I start my truck, it will idle at 1200-1300 RPM, and it just hangs there, never tones down. (no high idle switch on my truck) Other times it idles at 800-850. I've done the APPS reset a few times, it will help for a few days. Then it's back to high idle once and a while. Month ago I had auto zone scan my truck, no codes. Yesterday coming home from the other side of the state, coming down the mountain into Denver, truck started running funny, pedal was not responding. I would mash the throttle and RPM would jump up like the clutch was slipping, but truck was not increasing in speed. Few miles later, the check engine light came on. I stopped at a auto zone in Denver, got two codes. P0121 and P1693. Shortly after leaving auto zone, light went off, and the truck ran normal, few hundred miles later truck started running funny again. Pedal not responding, RPM jumping around, but truck was not picking up speed. Thoughts?

When I first moved to Colorado 20 years ago (from about sea level elevation) I was driving a 1998 12V. I worked at a job at 9,000' elevation. My truck started, starting really hard and it puffed out huge plumes of white smoke. It never started that hard at seal level. I thought something was wrong with my truck. It chugged out so much white smoke I thought it was going to kill every tree and living thing with in 100 miles. Low and behold, after a few days, it started to start a lot easier. After a few weeks it was like it was born here, and never acted like it did, when I first moved here. Elevation, lack of air, does weird things.

I know a guy that does that. Only changes his oil every 70-75k miles, but he does spin on a new filter and adds one quart of oil every 5k miles. His claim is, oil needs to be filtered, not changed every few thousand miles. Glad it seems to work for him. I wouldn't do it.

I understand what you guys are saying. Knock on wood, I have only lost one injection pump, on the 8 dodge cummins trucks I've owned. I know for a fact, it was not because of the way I change my fuel filters.

Cummins mechanic taught me to do that 25 years ago, he said they always have a 5 gallon can of fresh fuel in the shop for when they change filters. Saves wear & tear on the starter, and you don't have to stroke that lever dozens of times, save all that pumping & stroking, for when you get home he told me. I remember asking him about it not being filtered fuel? He said stop and think about what you just asked me, any fuel coming out the output line of the "filter" going to the injection pump, will it be filtered...... filter. Run it threw a paint strainer if you are that concerned with it, he said. Good enough for certified cummins shop, good enough for me.

Good info to know, for the future! I would not be opposed to air dog on my next 2nd gen truck if they are more reliable again now. I did like the smoother idle my other truck seemed to have, with a air dog, think it had to do with the whole intrained air separation thing they do. I've heard of people breaking those priming levers, I never did thou, but then again I never used them ever. Whenever I change a filter, I fill the filter up with fuel, over fill a little even, spin it on, or drop it in canister, wipe off the access fuel, start truck. Never had the need to prime them when doing it that way.

And yet FASS and AirDog still have a pretty high failure rate (from my reading on the diesel forums) Haven't they both been redesigned a few times now in the last 10 years? Different motors, and revisions, etc. Hmmmmm, not as reliable as they once were. I had a old school FP100 air dog on one of my trucks back in 2006 to 2012, put 200k on that truck with the FP100, never one issue. I almost put a FP100 on my current truck, but after reading all the problems people were having with the air dogs back in 2012-ish on the forums, and after reading some revisions that air dog went through, I decided I didn't want to rely on a electric pump anymore, and I went with a fuel boss. I have zero regrets. My current truck has had a glacier diesel fuel boss, on it for 230k. It's hardly what I would call weak. It's simple and it flat works. It does not matter that it's mounted at the front of the truck. Fuel boss moves plenty of fuel. The bypass can be shimmed if you want it to pop off at different pressures. I'm positive it will be on the truck for as long as the truck is alive. 2nd gen trucks don't need the over filtered fuel like the 3rd gen common rail trucks do. Nothing wrong with a strainer between the tank and the fuel boss, and filter between the fuel boss and VP44. IMHO air dogs and FASS are over kill for filtering on a 2nd gen truck. Cut the fuel hose with a brand new sharp utility knife blade, or a set of shears. Then blow the hose out with compressed air afterwards, to make sure no chunks are left in the hose. This is bug catcher I run on my truck. https://www.glacierdieselpower.com/i-1140-fleetguard-ff5079-3-8-inline-strainer.html?ref=category:169 I have it mounted on the frame near the t-case. So it is between the fuel boss and the tank. Then I have one of these, between the fuel boss and the VP44. https://www.glacierdieselpower.com/i-1224-98-5-02-dodge-ram-gdp-mk-10-big-line-kit-non-heated.html It's simple and it works. Further more, 1989-1998 12 valve trucks have mechanical lift pumps mounted on the block far away from the tank, PULLING fuel. Not but 30 inches of difference between the side of the block and front of the bumper. How often do we here about those pumps failing on 1989 to 1998 trucks? Almost never. I've owned five 1989-1998 12 valve trucks, I've logged well over million miles on those trucks combined. Never replaced a lift pump on any of them. Pulling fuel far away from the tank. IMHO if dodge/cummins would have kept the mechanical lift pumps on the 1998.5 to 2002 trucks, pumping, PULLING fuel to the VP44, instead of going to the problematic electric lift pumps like they did, all of these aftermarket companies like, FASS, Air dog, and yes fuel boss, would never of had the need to reinvent the wheel.

Does your truck have a 4:10 in it now?

Yeah that would not surprise me. Some dealers are not trustworthy.

Back in the late 90's I towed a 40' gooseneck all over the USA (a lot of lights on trailer that size) with a 1997 3500 Dodge, I melted a headlight switch when the truck was almost new, I put in a new switch, it melted in short order also. Then I found out Dodge had a recall/update on the 3500's headlight switches, kit came with a pigtail, switch, and relay. I had a dealer do the recall. That switch lasted a month. Melted it also. Even with the relay it still melted the switch. Went back to the dealer. They tried to blame the size of the trailer I was pulling, the lighting having too much draw on the switch. My trailer just had DOT required amount of lighting. It was not lit-up like a xmas tree like some trailers I saw. So I came up with a system to bypass the headlight switch, for my trailer lights. I put a toggle switch on the dash, ran a power wire to the switch from the battery (inline fuse in between) then from the switch out to the back of the truck, I removed the taillight wire in the trailer plug capped it off, and ran the wire from my toggle switch in it's place. I towed that 40' trailer, with that truck for almost 300,000 miles, never melted another head light switch.

I have no idea why they don't now? I did not see a "add to cart" option on their website, so I called, guy said no we don't ship that oil. It was about a 20 second phone call. Napa, Autozone, Carquest, does not handle Redline products from what I was told today. O'Reillys does. So they saved the day.

I put a glacier diesel fuel boss on my 1998.5 dodge back in 2013, truck had 170,000 then. Truck has 400,000 now. It's been a great pump, no problems. I installed my direct, skipped the stock lift pump as a backup. Simpler to install, less fussing around. First belt (the one I put on it at installation) lasted 130,000 miles. I remember Richard telling me the belts are good for 50-60,000 miles. I just ran it to see how long I could get out of it. It broke coming up the road to my house, put the spare belt on it that I bought with the kit, it's been on there ever since. It's been a great system.

I called Blumenthal today to see if they sell that oil mail order, guy said no we don't ship the oil local pickup only. Called a few local parts stores, looking for Redline MT-85, like quad4x4 sells. Found some at a local O'Reillys.

This afternoon I took the fittings apart (these are the two fittings on either side of the filter canister) there was no fuel in the inlet or outlet hoses. I spun the filter off and the fuel level was about 1/2" to 3/4 of a inch down. I cleaned the fittings well and put some Indian head sealer on the threads and put everything back together, Let it set a few hours to give let the sealant setup. Cracked open 3 of the injectors open and fired the truck up. I looked the system over and did not find anymore wet spots. I have started it a few times and it fires right up. But it always does, after the 1st cold start of the day. It is over night when it acts up. Will see what happens, on cold start tomorrow?!?! This is the 1st fuel system problem I have had since installing the fuel boss. I am sure it is a leak or I hope so!!