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Hi John, You are correct I did not note this in the discussion thus far. The gauge reading on the dash is slightly below 190F. Interestingly I did replace the thermostat and seen the gauge reading drop slightly and the Quadzilla showed a 10 degree drop from 170 to 160. My only concern in this matter is I want to make sure the ECM is receiving the correct coolant temperature. In addition to what MoparMan has suggested I am going to call Quadzilla today to find out what light they can shed on the temperature mismatch and where their software is pulling the reading from. My best guess at this point given the dash reading and sensor resistance I think the Quadzilla is in error but would like to confirm this.

Many thanks guys.

Last question again checking my understanding. Are the values of ECT or IAT or MAP read with a Live Scan Tool the values the ECM is operating with? Thanks again and I will purchase a tool and investigate further.

You are wealth of information and I greatly appreciate your help. I want to make sure I understand the CCD and CANBus concepts. My inference is input from ECT sensor is fed into the CANBus side of the ECM and the outputs of what the ECM is actually using as values is sent to the CCD side which is accessible/readable through the OBDII port?

Many thanks for quick replies. MoparMan I do not think I have the capability to read ECT and IAT. I bought this truck used and it had the Quadzilla already on it. You reference the Live Data Tool - what would you recommend for this year of truck? I am familiar with EFI live as I use it frequently on a Duramax and 07 Cummins but as you know it is not compatible with 2001 Cummins.

I have searched until I am blue in the face to no avail. I have a 2001 24 valve with a Quadzilla Adrenaline tuner installed. At engine operating temperature the coolant temperature sensor (located right next to the thermostat housing) is reading about 1,125 ohms of resistance which is about 190F. This level of resistance matches the coolant temperature. The problem is the ECT on the Quadzilla reads 160. Disconnecting the two wire lead at the sensor seems only to affect the gauge on the dashboard and not what the Quadzilla is showing. Where is the ECM or PCM pulling the ECT of 160 from? It does not appear to me it is from the sensor located at the thermostat housing. Is there another coolant temperature sensor other than the one near the thermostat housing? Having the ECM think coolant temperature is 160 when it is actually 190 I think is affecting fuel consumption and maybe performance?

Hello Everyone, I finally got around to digging deeper into the oil consumption issue on the 2007 5.9 and believe the source of the problem has been found and yes it appears to be bad news as expected. Before running a compression test I decided to scope each cylinder with an endoscope I bought. I ran through cylinder 1 -5 and they all looked reasonable and in good shape with maybe the exception of a little scoring on Cylinder 4 and some light burning of the piston sidewalls at a few points. While shooting video around the entire piston and cylinder walls clear evidence of honing marks remained and at this point nothing of real note. Cylinder 6 turned out to be where the issue lies with clear evidence of piston damage and oil droplets remaining on the cylinder wall. I have attached some pictures which show the bad news. If there is any good news here I think it is I stopped driving it months ago and there appears to be no cylinder wall damage. This will have to be confirmed when I pull the head. I am hoping that a set of pistons and other associated parts will get this back on the road again but would appreciate any thoughts others might have. I hope everyone can see the pictures as my opinion is they are highly informative and the live video was outstanding for checking piston and cylinder wall condition. this will all either be confirmed or refuted when I remove the cylinder head.

Sorry for generating confusion with poor clarity. My concern is the CP3 pump will not be getting any fuel while I am cranking the engine over and thus will be run dry. Is this hard on the pump or is the time too short and the rotational speed too low to do damage?

Hello All, Going to run a compression test on my 2007 5.9 CR this weekend and was wondering if it is a good idea to remove the CP3 pump as it will not be receiving fuel during the cranking process for each of 6 cylinders? Thank you in advance for the input.

Hello All, Going to run a compression test on my 2007 5.9 CR this weekend and was wondering if it is a good idea to remove the CP3 pump as it will not be receiving fuel during the cranking process for each of 6 cylinders? Thank you in advance for the input.

Michael, Sorry for the redirect but did you mean to say the compressor side of the turbo? In my first post above I was referring to the turbine side where exhaust from the engine flows. I cannot see any evidence of oil on this side. The black residue is not greasy and there really is not much of it. A few weeks prior I opened the compressor side and removed the tube up to the inner cooler. Same thing, dry, no evidence of oil or a film of oil just a very small amount of dust which did not attract unusual attention. I had hoped so much for the cause to be the turbo as it is much easier to handle versus going into the engine but I cannot find any convincing evidence that the source of the excessive oil consumption is coming from the turbo on either side. Many thanks for your input.

Many thanks Michael. I wrote the post several weeks ago asking for input on excessive oil consumption on this vehicle and am getting prepared for a compression test which is the reason I ask this question. I have a Spade tool that I received from Cummins Tuner when I bought the King Tune package so I believe that will allow me to clear the error code. Last weekend I opened the exhaust side of the turbo and it was dust dry. Despite using about one quart of oil every 400 miles the exit was very clean with your fingers getting some black on them but not excessive and just powder. This is new territory for me so I am going one step at a time. Now it is down to valve seals or a ring issue I believe. I am hoping for the former and not the latter but will continue to dig until the cause is found. I stopped at Atlantic Cummins in the Washington, DC area and described to the situation to one of the mechanics and his top 3 in order were the turbo, valve seals and then a ring issue. He felt a ring issue was least likely based on the trucks that go through the shop. So we shall see.

I am looking to locate where the fuse or relay is on my 2007 5.9 3500 Ram. I have searched hi and low to no avail so hope someone can give me some good direction. This truck has the TIPM module and there is no indication on the cover of a fuse for the fuel or lift pump. My dealer is a bit shakey but indicates the fuel pump which is located in the tank is controlled in the solid state circuitry of the TIPM so there is no assessable fuse or relay. If true and if I want to disable the fuel pump for a test I would have to find the connector somewhere back by the fuel tank and disconnect. Is this the situation or is there another more accurate procedure?

Thanks everyone for the replies. When I get things opened up and make an assessment I will come back with my findings.

Thanks everyone for the input. A question for Likeoldfords. Was there a diagnosis that led you to the valve seals or was this a try and see type of exercise? For AH64ID - I am afraid of this and will run a compression when I prepare for the valve seal work. My assumption is this should show if an issue exists in the rings? If so I hope that the cylinder walls are not damaged if so I am toast and looking at some big money to reair. From the information I have collected broken rings are not a common failure but certainly can and do happen on occasion.