flman

Guesswho, OBDII does not become mandatory until you go below 14000 lbs, and FL does not make any thing that light except the Sprinter and that is a re-badged Mercedes, I am sure you already know. Trucks use J1978 or something like that.MM, It seems I will get the most bang for the buck out of the Comp, and my drive train should be able to handle it just fine. But I will ask about the Juice as well.

I read the install instructions, looks like all engine connections are under the hood. I would assume my engine would have the medium injectors in it, being it using the 16x VP? There are a few models, maybe I should go with the comp box? What are the differences, what are the features?

I did check there site, and selected RV, but it only lead my to an Edge for Cat Diesel. I will have to contact them, and see how my plugs compare to the Dodges. My vehicle is not really OBDII compliant.

I see alot of you guys are using the Edge. So, you just plug it in with a splitter to the MAP, and mount it, then you are good to go? How would I spec one out for my engine, being it is not in a Dodge? It was mfg. in May 2000, and the truck is a 2001 MY, truck was built around the same time as well.

You said it well. I was one of those kids tearing down mini bikes and other power equipment before I was a teenager. Mechanics are born, not trained. Even my grandfather was a jack of all trades. I have a couple of step sons that never did any thing beyond their key board, but they think they know every thing, because they have Google, Wikapedia, etc. I would like to see them make it with out their computers.

I only took a quick glance. Never mind

I think my Hadley air horns use the same line, only in yellow. It is like a Pex tubing, tough stuff. I noticed in your Gloshift post you were using Ice Maker tubing?

I like it, cool beat for a couple of rednecks, and that old tractor can idle at some low RPMs.

When I was driving, I started thinking about this frustrating problem. Just wondering, did you try cracking the injector lines at the VP44 to see if fuel is being injected there? Did you consider removing the banjo return bolt from the VP44 to be sure you are getting fuel through the VP44 from the lift pump? I assume you are getting the required voltage to the VP44?

What kind of needle valve are you using? I assume the diaphragm in the sender is getting too much movement?

I have been looking at them myself, and some of them are very slim, and may allow for in dash or surface mounting on my FL. I asked the vendors for a quote. But now I might go that direction? Just wondering how thin are the isspro EV2 gauges? I am not really looking forward to a bank of gauges across the dash board.

I hear unplugging the EGR is very important on the 6.7? I have owned a few EGR diesels, and to stop the gunk, you got to disable the EGR. Just wondering, are the feeding the CCV into the intake on these 6.7 engines as well, or do they still have the draft tube?

Nice set up, do you alternate them say weekly or monthly just to be sure they are always working?

Good One Mopar Man:lmao2:

Check for codes, and yes you may have caused a fatal blow to the IP?

Facing it down hill keeps gravity fuel pressure on all the lines, no air can get into the system that way. It might even help show a leak in the return line? But so I have heard Florida is very flat.

According to this TSB http://mopar.mopar1973man.com/cummins/2ndgen24v/high-idle/tsb18-019-01.htm This can be enabled, I am not sure it applies to the Freightliner though? I might give Cummins North East a call on Monday, and see if the could perform this flash to my ECM? I never heard of it, until it was mentioned on CF.

Just wondering, does your fuel gauge rise up for a split second when you first turn the engine to the run position, just before cranking it? If it does not do this, you definatley have a small leak, and the system has to re-prime itself. Also, if you can do this, try to park with the nose facing down hill, another good test of air in the fuel caused by leakage.

You might want to contact http://www.bluechipdiesel.com/vp44diagnostichelp.html with your story of woe. I know you did not buy the pump from him, and maybe he will not assist you? But other then going to the Cummins dealer, it might be worth a shot, better email him soon. He usually is done for the weekend Friday afternoon, eastern time, and you wont hear back until Monday. And he knows these VP44s.

Wow, what bad luck? Any codes?

Who do you trust to help you with your vehicle? In this order: 1 Enthusiasts 2 Private truck repair shop 3 My kid 4 Mr. Magoo 5 The dealer

Yeah, you never know, you might have showed up after the fuel delivery truck, dumped in a new load, and stirred up the storage tank? Yeah, but you gotta have that gauge.

This is a little off topic, but every time I see that Carter rotor pic, I think of Nazi's. Maybe Obama was poking around in here, and that is why he used the pick up truck comments against Scott Brown?

Poor AlGoor:cry: http://newsmax.com/InsideCover/demint-gore-climate-change/2010/02/09/id/349457?s=al&promo_code=9707-1

Pulling injectors sounds like a big 1st step. Start with simple things like air in the fuel as MM suggested. I think he is right on with the air in the fuel, because the roughness goes away. (Do you have a fuel pressure gauge? Uh Never mind )