Me78569

Good to hear

agree'd

use the part number lookup too. or the np241 dhd rebuild. DHD will have a pto cover dld will not. Part number lookup

Agree'd Even if they could open up the rpm's I doubt I would ever use them, but the ecm tables are built in a manner to support that. The psg however is not. that is where the rpm fight is lost. We agree no way the vp44 can fuel enough to make 1500 ft /lb at 4000 rpm. More than one way to skin a cat, not that I care to skin the cat in the first place haha.

Agree'd I run the cheapest of the cheap when it comes to pads. I would rather have the $5 pads wear than the $100 rotor.

without removing the vp44 your choices are limited. I would have used a weather proof butt connector at least if I was the guy that owned the truck before you I would still use one now, but I am not sure how much good it would do. However depending on what my weekend looked like I would prob pull the vp44 and fix it. Pretty easy to pull the vp44.

wow. I would likely use a waterproof butt connector with a built in shrink tube cover.

I like the stealth cover for tapping the pump. http://www.amazon.com/BD-Diesel-Performance-1050201-Stealth/dp/B000CITISU

Do you feel it in the brake pedal?

likely turbo. I know my VGT starts pretty "spooly" as it walks from idle position to warmup position.

lvl 1 and 2 are timing and canbus. Levels 3,4,5 are all wiretap.

The vp44 can fuel to 4800 if and only if bosch opened up the psg to do so. They spec'd 4800 rpm for a lot of the car applications. Reason why the cummins has issues extending the fueling curve up that far is that you have to fight the ecm & the psg the whole way. I doubt very much it will fuel at 1500 ft/lb at 4000 rpm, but remember hp is a calculation of torque over time, If you took a reasonable dd truck like most of us have, 400 hp / 800 ft/lb and held / extended the fueling curve , rev limiter, you should make a significant amount of HP without actually having to increase torque. Really all pointless to talk about really, but my point is the limitations of the vp44 are mostly bosch code limits rather than actually fueling limits. I am %100 sure at 4000 rpm the vp44 won't fuel as hard as at 2400 rpm, but it is still able to run fine without issues provided the bosch PSG would let it run there. Again not arguing that fueling will drop off hard, rather than some of the RPM limitation is in the psg. the tuning the over 3200 rpm boxes due to kinda brutish. I am sure plunger fill issues are a big part of it too. I have often wondered if you could stick a vp30 psg on the vp44. Since the vp30 car a car application I would guess the psg would allow for a higher rpm. Heck even find a car application vp44, compare part numbers and see...

Csm don't do any jumping until we see what they actually do for us. They may not release anything new at all. Remember the limitations of the mechanical side of the pump is pushed by a wiretap not by the can bus fueling. The so can fuel to 600 hp without issues. I very much doubt that the udc pro will even come close to stressing the pump by itself.

%100 safe to switch on the fly. We don't recommend it because you might throw a code.

No need to add grounds. If you are having issues then you need to figure out why. Remember the block itself is grounded, so a little wire won't do anything more to ground.

It is hard to remember to turn it to off, but it will never cause an issue just a 30 second today while you turn the key off. You can switch between modes on the switch with no issues.

Doesn't matter, the brake will only restart the high idle ramp up process. The disable of the high idle is built into the ECM programming so you really dont have to worry. The only way to truly disable the high idle is to reach operating temp or to turn the truck off for 30 seconds. think of it this way, the switch really only flips the switch for high idle on, it can't flip the switch off. Also post some pictures!!!

you have a wire that is shorting. Get a multimeter out and start casing wires for a 99 but it should be close

To my credit I spent a lot of time that day being "nice" and trying to get unstuck gracefully......I got tired.

Sometimes the only answer is MOOOREE POWERRR!!!!

I can still smoke like a vegas slot machine jockey. That's a big reason I am curious about the udc pro stuff. you could pull fuel from the bottom. in a dream world I would throw a opacity sensor on the tailpipe and pull fuel when it was smoking beyond a point.

i've never had 5th gear nut issues either how you drive plays a huge role in how well driveline parts hold up

Better safe than sorry

Just add the numbers and and some safety room.

That is what I would expect. I would think you could make up the difference with larger injectors. I will browse through the cf cummins forums. a lot of old posts are running edge ez with big injectors. In theory, smarty + 150 injectors should have the same numbers as a edge comp + 50 - 75 hp injectors