AH64ID

I believe that the homemade controllers are manual or boost controlled. The only electronic one I know of is the Fleece performance version. It can be tuned to what you want with your truck. I was going to go this route but wasn't 100% happy with some of the ways the controller works but have read lots of good reviews on it.

P0628-LOW VOLTAGE DETECTED AT THE FUEL LIFT PUMP (CONTINUED)For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS)For a complete wiring diagram Refer to Section 8W.² When Monitored:While the key is on.² Set Condition:The commanded signal to the fuel lift pump relay does not match the feedback signal from the fuel lift pumprelay.Possible CausesWIRING HARNESSFUEL LIFT PUMP RELAYFUEL LIFT PUMP RELAY DRIVER CIRCUIT SHORTED TO EXTERNAL VOLTAGEFUEL LIFT PUMP RELAY DRIVER CIRCUIT OPENFUEL LIFT PUMP RELAY GROUND CIRCUIT OPENFUEL LIFT PUMP RELAY GROUND CIRCUIT SHORTED TO EXTERNAL VOLTAGEECMAlways perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE -DIAGNOSIS AND TESTING)Diagnostic Test1. LIFT PUMP RUNSRemove the cover to the PDC.Turn the ignition on, engine off.With the scan tool, in system test actuate the lift pump relay.Does the fuel lift pump relay click when the lift pump is actuated?Yes >> Test complete.Perform Intermittent Condition test. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)No >> Go To 22. LIFT PUMP RELAY DOES NOT CLICKTurn Ignition off.Remove the lift pump relay from the PDC.Turn the ignition on.Connect one end of an incandescent test light to battery negative.Connect the other end of the test light to the relay driver pin in the PDC.With the scan tool, in system test actuate the lift pump relay.Does the test light illuminate brightly?Yes >> Go To 3No >> Go To 53. FUEL LIFT PUMP GROUND CIRCUIT OPENConnect one end of an incandescent test light to battery postive.Connect the other end of the test light to the relay ground pin in the PDC.Is the resistance less than 1 Ohms?Yes >> Go To 4No >> Repair the open ground circuit.Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). (Refer to 8 - ELECTRICAL/ELECTRONICCONTROL MODULES/ENGINE CONTROL MODULE - DIAGNOSIS AND TESTING)4. LIFT PUMP RELAYInstall a know good relay in place of the fuel lift pump relay.With the scan tool, in system test actuate the lift pump relay.Does the fuel lift pump relay click when the lift pump is actuated?No >> Go To 5Yes >> Replace the lift pump relay.Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). (Refer to 8 - ELECTRICAL/ELECTRONICCONTROL MODULES/ENGINE CONTROL MODULE - DIAGNOSIS AND TESTING)5. FUEL LIFT PUMP DRIVER CIRCUIT OPENTurn Ignition off.Disconnect the ECM connectors.NOTE: Check connectors - Clean/repair as necessary.Using an ohmmeter, measure the resistance of the lift pump relay driver wire between the ECM connector and thePDC.Is the resistance less than 10 Ohms?No >> Repair the Fuel lift pump driver circuit open.Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). (Refer to 8 - ELECTRICAL/ELECTRONICCONTROL MODULES/ENGINE CONTROL MODULE - DIAGNOSIS AND TESTING)Yes >> Go To 66. FUEL LIFT PUMP RELAY DRIVER CIRCUIT SHORTED TO EXTERNAL VOLTAGEMeasure the voltage between battery negative and the relay driver circuit in the PDC.Is the voltage greater than 1 volt?Yes >> Repair the Fuel lift pump Relay driver circuit shorted to voltage.Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). (Refer to 8 - ELECTRICAL/ELECTRONICCONTROL MODULES/ENGINE CONTROL MODULE - DIAGNOSIS AND TESTING)No >> Go To 7DR/DH ENGINE - ELECTRICAL DIAGNOSTICS - DIESEL 9 - 1353P0628-LOW VOLTAGE DETECTED AT THE FUEL LIFT PUMP (CONTINUED)7. FUEL LIFT PUMP RELAY DRIVER CIRCUIT SHORTED TO OTHER CIRCUITSMeasure the resistance between the lift pump relay driver circuit in theECM connector and all other circuits in the ECM connectors.Is the resistance less than 10 Ohms?Yes >> Repair the Fuel lift pump Relay driver circuit shorted toanother circuit.Perform POWERTRAIN VERIFICATION TEST VER - 1(DIESEL). (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROLMODULES/ENGINE CONTROL MODULE - DIAGNOSISAND TESTING)No >> Go To 88. ECMReconnect the ECM connectors.Turn the ignition on, engine off.Connect one end of an incandescent test light to battery negative.Connect the other end of the test light to the relay driver pin in the PDC.Using the scan tool, actuate the lift pump.Does the test light illuminate brightly?Yes >> Repair complete.Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). (Refer to 8 - ELECTRICAL/ELECTRONICCONTROL MODULES/ENGINE CONTROL MODULE - DIAGNOSIS AND TESTING)No >> Replace the ECM.Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). (Refer to 8 - ELECTRICAL/ELECTRONICCONTROL MODULES/ENGINE CONTROL MODULE - DIAGNOSIS AND TESTING)

Do you run a backpressure gauge?

You don't have any big rig shops locally? I paid $13ish for mine.

Really depends on your power goal.350 rwhp? 400? 500? etc...I am very happy with my 400 rwhp, the way it drives empty and the way it tows is amazing.. thou my list of mods isn't short.. You can see it by clicking the link in my sig.

Congrats on your purchase!The first and most important thing to do is to change all the fluids and filters. The HPCR's are very picky about fuel filtration, but a Baldwin PF7977 in there and then think about adding additional filters. The best air filter is the OEM one. As for oil, well there are as many opinions on that as there are trucks!Mods depend on what you want to get out of the truck. Let us know what you want and we can go from there.

Good info.So I wonder if the Beta 75 for 20um on the BD7317 takes into account the bypass portion or not?Based on that sheet its absolute at 20um, and 50% at 5um.. Pretty good for a full flow. For reference the Donaldson ELF7349/Amsoil EaO80 is 100% at 20um, absolute at 15um and 60% at 7um.

Look online as well, I hear of people getting them shipped for $12. I would try to run a Fleetguard Stratapore or Baldwin before a NAPA. If you do run NAPA be sure to get the XE version.

For a single filter system I gather they are good. They are not "rated" for the ISB in Dodge's, but rather for the Kubota refer units if I recall. No reason the flow is any different. I would personally call the Baldwin tech hotline and see if they have the same flow properties, and then you would have your answer. But I can't see 2 1-16" filters for the same motor having different flow properties.

https://dynamic.donaldson.com/webc/WebStore/locator/locator.html

Donaldson ELF7349 is a MUCH better filter (actually best avail) priced right and can go up to 25K miles if your inclined to run oil that long.

Swap it with another hole and see what happens, if it follows the injector the replacement was bad. If it stays you could have a wiring or crosstube issue.

Since the issue didn't stay with a cylinder I am thinking more towards one of the new injectors being bad.

What's a '11 with deletes, studs, HE451, and a clutch cost? :lol: I am running a Colt Cams Stage 1 and LOVE it. It's one of the milder cams out there, designed for improved efficiency (especially over the 3rd gen cam) and bottom end tq. It drives like it should have stock, especially with the cam/turbo combo. --- Update to the previous post... The cam moves a bit more air, but so much that the feel is different. You can see how much more air it moved than the stock cam in the little spreadsheet I attached. Boost is up, but lb/min per a given psi was also up. So an increase of 2 psi at 3000 rpms was more air than a 2 psi increase with the stock cam.. That's similar to how I now move similar air with the Garrett at 28-30 psi than I did with the stocker at 33-35 psi. You get that 351 installed yet?

Yup, which is why I wonder if the issue stayed at 1/5, or if its different injectors, and what injectors were used. While I am not sure what caused it WVO is a horrible idea on a HPCR.

CR injectors don't pop, they are electrically fired. Brings up a good point, were the reman, new, or rebuilt injectors?

Sounds like it might be an ECM/wiring issue. Since 1/5 are different wiring harness it's probably not a single connector. Be sure to check the injector wires under the valve cover and make sure nothing is pinched. It may be time for some OEM diagnostics?Seafoam is BIG no-no in diesel fuel, especially HPCR's! It emulsifies any water in the tank and water is very hard on injectors. The misfire did stay on 1 and 5 right?Crosstubes properly torqued?

Fairly normal, the motor stops faster than the belt can. I beleive there is a fix, but don't recall at the moment.. could be as simple as a new belt and/or tensioner.

I think by definition your have to be out of something to fall into it

Went on a great camping trip this weekend, coming home on Monday it was HOT and I decided to take some notes on a decent local hill. It's about 5.6 miles long and goes from 2650' to 4250', so an average grade of 5.4%, with spots as low at 1% and as high as 9%. At the bottom yesterday it was 93° and 88° at the top with 92° being the most prevalent. I weighed 15,220 at the bottom (scale was 1 mile prior) and towing my TT which has an 18" receiver and produces LOTS of drag. The hill starts in a 35 mph zone, while accelerating up the initial 5-8% grade to 55 mph I didn't go over 1100°. Coolant temps went from 190° to 207° in the first mile or so, then slowly went to 213° and never got any higher. I pulled the hill in 5th at 55 mph, which works out to be roughly 2250 rpms. Rail pressure was 18K ± 200 psi for 90% of the pull. Intake air temps were pulled from the MAP sensor, the IAT sensor in the pre-turbo intake tube showed air temps +8° from ambient for the pull. Looking at the map below you can see my 3 markers, here are the stats. 1) 24 psi of boost, 22 psi of drive pressure, 1190° EGT's, 92° ambient, 117° Intake temps, 65% load, 3,000. 2) 25 psi of boost, 23 psi of drive pressure, 1210° EGT's, 92° ambient, 119° Intake temps, 71% load, 3300 feet. (this was the peak EGT/Boost for the pull) 3) 23 psi of boost, 20 psi of drive pressure, 1175° EGT's, 90° ambient, 123° Intake temps, 60% load, 4,000 feet. I am very happy with how the truck pulls, every time I drive it I like it more. The only time I have pulled that grade with the same ambient temps I was running the stock cam/turbo and ran about 220-225° on the coolant and 1200-1250° on the EGT's for the entire thing, and IIRC was at 50 mph.

Then nipple to mouth test can't be beat!

That fluid looks like it has been HOT, but not sure on the burnt smell.

It may not be noticeable.. The one I posted was on a guy who pays a lot of attention to his truck, said it braked fine and never gave any indication anything was wrong.. thou he knew he had gone too long on OEM brakes.

How many rpms are you at when it shifts? --- Update to the previous post... For example 2500 rpms in 1st would equate to just under 1000 in 3rd with the converter locked, 2nd would be 1500 unlocked.

Where did you guys go?