AH64ID

Congrats!I am quite happy with my stage 1 from Geoff. Why the Stage 2?

I hate you!I have a trailer full of dec's and 4 final approach blinds that I haven't touched since before my oldest was born (she just turned 5). Looks like it was a good hunt!

It's generally a mail order item, thou there are some stocking dealers in various towns.

I am not sure enough of the operation to be sure. It seems like you don't need the truck everyday, so it may be easier to pull it and ship it to somewhere like DDP or another Bosch repair center. --- Update to the previous post... You may also want to try calling Todd at T&C Diesel, he is very knowledgeable on the CP3, but I would take anything he says about filtration, flow, and physics with a large grain of salt as it's usually not true.

OPERATIONThe fuel injection pump supplies high pressure to the fuel rail independent of engine speed. This high pressure isthen accumulated in the fuel rail. High pressure fuel is constantly supplied to the injectors by the fuel rail. TheEngine Control Module (ECM) controls the fueling and timing of the engine by actuating the injectors.Fuel enters the system from the electric fuel transfer (lift) pump, which is located in the fuel tank. Fuel is forcedthrough the fuel filter element and then enters the Fuel Pump/Gear Pump, which is attached to the rear of the fuelinjection pump. The Fuel Pump/Gear Pump is a low-pressure pump and produce pressures ranging from 551.5 kpa(80 psi) to 1241 kpa (180) psi. Fuel then enters the fuel injection pump. Low pressure fuel is then supplied to theFCA (Fuel Control Actuator).The FCA is an electronically controlled solenoid valve. The ECM controls the amount of fuel that enters the highpressurepumping chambers by opening and closing the FCA based on a demanded fuel pressure. The FPS (FuelPressure Sensor) on the fuel rail provides the actual fuel pressure. When the actuator is opened, the maximumamount of fuel is being supplied to the fuel injection pump. Any fuel that does not enter the injection pump isdirected to the cascade overflow valve. The cascade overflow valve regulates how much excess fuel is used forlubrication of the pump and how much is returned to the tank through the drain manifold.Fuel entering the injection pump is pressurized to between 300-1600 bar (4351-23206 psi) by three radial pumpingchambers. The pressurized fuel is then supplied to the fuel rail.

Guessing it's just the morning opps, but want to clarify. The engine mounted fuel pump is next to the fuel filter, not oil filter. LSD was 500 ppm, and ULSD is the 15 as mentioned. HSD was 5,000 ppm and was dropped to 500 in fall of 1993 to meet 1994 emissions.

Aside from your fuel, or lack thereof, this issue is usually injectors. I would try cranking with the FCA unplugged, there are several other replaceable parts in the CP3 that it could be. How many miles on the truck? A full blown CP3 failure is rare, it's usually one of 3 parts that are easily changed. A CP3 generally just wears out and isn't as efficient. http://www.genosgarage.com/prodinfo.asp?number=4932457 http://www.genosgarage.com/prodinfo.asp?number=F-00N-200-798 If you are going to throw parts at it you may try a bag of parts from II or Arson, it replaces the FCA and COV with higher flowing parts. It's a little more money, but at least it's an upgrade and a repair, not just a repair. The BOP kit's include pretty much anything that will fail instantly in a CP3.

I keep my ignition key in my truck and my key fob in my pocket, so it's really hard to lock myself out. I also have a spare attached to the truck, well hidden but easy enough to get to that it's not a PITA when I need it.

Have you seen the demo release for Smarty UDC?

Good luck, hope it helps!I like the MC that have a long bed conversion, but a truck with the same wheelbase as my QC LB and a short box is just silly IMHO.

I doubt it's the lift pump, but the OEM pumps in 03 were prone to failure. It was more of a complete failure thou. Quick check is to drain your fuel filter bowl and then bump the starter, see if the filter bowl fills back up. Also, listen to see if the pump is on the block or in the tank. I would run a cleaner thru for a few tanks and see what happens. Do you have anything big you can tow? Sometimes these girls just want to get worked. The 3rd gen 4 door cab is a quad cab, in 06 they released the mega cab and in '10 the 4th gen lost the quad cab and got a crew cab. I have heard about the pedal reset, but never done it. From what I gather turn the truck to run, but don't start it. Now slowly take the pedal from 0 to WOT 3 times.

But taking it is still better than keeping it in!! I have always flushed my auto's, its the best way to get as much fluid out as possible.

My truck is pretty tight, at 74K miles. I do a lot of dirt road driving and towing, and normally my front axle is at or above GAWR, never below 90% loaded. I am currently planning to go thru the front end next spring, I will have about 80K miles on the front end and that's pretty decent, some get 40K and some get 150K.

This can be a pretty common thing on the HPCR's, they surge ever so slightly when zero fuel isn't enough and min fuel is too much. It can be considered normal in some instances (like I have one hill by my house that does it every time, as does my gas car on the same hill). Sometimes if it does it a lot it can be an injector, and a fuel injector cleaner for a few tanks may help. What your describing sounds like the injectors need to be cleaned, or gone thru. I would run a good cleaner for a few tanks, replace the fuel filter and see what happens. You will find many of us run an additive every tank, personally I use the Amsoil Diesel Concentrate.Is it an 03, or a Mega Cab? The MC wasn't released until MY06.

There are plenty of times when my ignition key doesn't leave the ignition, and it would be nice if it didn't ding.

It's been a while, but I ordered 5 sets of those harbor freight rare earth magnets (couldn't get just one, had to make the parts more money than the shipping!), and a magnetic drain plug from Geno's on the way. I'll probably put a set on the bypass, full flow, coolant filter, and put one set on each of my other two rigs.

Screen shots of UDC. Hmm.. looks like it's not the home page... weird.. http://madselectronics.com/index.html

check out their website now!

Not as bad as about 2 years ago!

Says VP in the release.

This looks promising! http://madselectronics.com/downloadfiles/SmartyUDCSoftware.pdf

In a word I have been BUSY!!We are in the transition process from AH-64A's to AH-64D's at work and I haven't had much time to do anything but deal with that. It's a fun process, but I am BUSY!!

It's more than likely normal. A common rail does not know where the crank is when it first goes to start. There has to be enough time for the ECM to learn the crank position and then fire the appropriate injectors. An non-common rail doesn't take as long since the pump is timed and will push fuel to the proper cylinder instantly. Based on your initial description I do not think it's the hard start associated with failing injectors.

Depending on the location of the crack it would be very possible to not interfere with the cylinders and still act normal until it's too hot!!

At the current rate I have been driving my truck I'll hit 100K in October of 2014.