Rogan

I'm broke as a joke, so I have to fix it

- - - Updated - - - Last one for the day..

'nuff said

If I leave it alone, the 1-2 and 2-3 shifts stay the same, then it'll usually shift into OD shortly thereafter, and slip like a mofo, then LU ~40mph and the slipping stops (obviously)

that would solve my 'check fuel pressure' problems, yes LOL

Shawn, I'd also throw a code scanner on it, even if you aren't seeing any CEL activations.Not sure on the 3G trucks, but I know my 2G will trap a code and not trigger the CEL.

No problem buddy. :)Sent from my SPH-L710 using Tapatalk 2

Thank you for taking care of them. Sent from my SPH-L710 using Tapatalk 2

for S&Gs, (if they fit) swap the batteries out of your F-series... Just for a day or so. See what happens..

have you thoroughly cleaned ALL the battery terminals, ground-points, etc, for the battery/charge cables?How old are the batteries? It's just weird (to me) that it'll crank fine, just not start, without the charger.Does it crank slow? I.E. does it crank faster with the charger on?

so it'll crank over, just not fire?If you put the charger on it, it'll then fire?

Hi Shawn, and welcome to the M73M family. We won't hold the Ferd thing against ya. There are a couple on here that also have them, or have had them. All: Shawn and I have been friends for about 13 yrs; we used to work together, when I lived in TX. We've discussed this issue over XBOX comm several times, and I'm at a loss with knowing very little of the CR stuff. This truck is one of his work fleet trucks (one of two) and he needs some assistance. I assumed there may be a weak cell or two in a battery, or both. Shawn, stodg73 on here is "medic" - - - Updated - - - Shawn, I don't remember: does it just click-click-click like a dead battery? Or crank and crank just not fire? Ever put a volt meter across the battery and test voltage before/during crank process?

He writes: My lead flight attendant came to me and said, "We have an H.R. On this flight." (H.R. Stands for human remains.) "Are they military?" I asked. > > 'Yes', she said. > > 'Is there an escort?' I asked. > > 'Yes, I've already assigned him a seat'. > > 'Would you please tell him to come to the flight deck. You can board him early," I said.. > > A short while later, a young army sergeant entered the flight deck. He was the image of the perfectly dressed soldier. He introduced himself and I asked him about his soldier. The escorts of these fallen soldiers talk about them as if they are still alive and still with us. > > 'My soldier is on his way back to Virginia ,' he said. He proceeded to answer my questions, but offered no words.> > I asked him if there was anything I could do for him and he said no. I told him that he had the toughest job in the military and that I appreciated the work that he does for the families of our fallen soldiers. The first officer and I got up out of our seats to shake his hand. He left the flight deck to find his seat. > > We completed our pre-flight checks, pushed back and performed an uneventful departure. About 30 minutes into our flight I received a call from the lead flight attendant in the cabin. 'I just found out the family of the soldier we are carrying, is on board', she said. She then proceeded to tell me that the father, mother, wife and 2-year old daughter were escorting their son, husband, and father home. The family was upset because they were unable to see the container that the soldier was in before we left. We were on our way to a major hub at which the family was going to wait four hours for the connecting flight home to Virginia .> > The father of the soldier told the flight attendant that knowing his son was below him in the cargo compartment and being unable to see him was too much for him and the family to bear. He had asked the flight attendant if there was anything that could be done to allow them to see him upon our arrival. The family wanted to be outside by the cargo door to watch the soldier being taken off the airplane. I could hear the desperation in the flight attendants voice when she asked me if there was anything I could do. 'I'm on it', I said. I told her that I would get back to her.> > Airborne communication with my company normally occurs in the form of > e-mail like messages. I decided to bypass this system and contact my flight dispatcher directly on a Secondary radio. There is a radio operator in the operations control center who connects you to the telephone of the dispatcher. I was in direct contact with the dispatcher. I explained the situation I had on board with the family and what it was the family wanted. He said he understood and that he would get back to me.> > Two hours went by and I had not heard from the dispatcher. We were > going to get busy soon and I needed to know what to tell the family. I sent a text message asking for an update. I Saved the return message from the dispatcher and the following is the text:> > 'Captain, sorry it has taken so long to get back to you. There is policy on this now and I had to check on a few things. Upon your arrival a dedicated escort team will meet the aircraft. > The team will escort the family to the ramp and plane side. A van will be used to load the remains with a secondary van for the family. The family will be taken to their departure area and escorted into the terminal where the remains can be seen on the ramp. It is a private area for the family only. When the connecting aircraft arrives, the family will be escorted onto the ramp and plane side to watch the remains being loaded for the final leg home. Captain, most of us here in flight control are veterans.. Please pass our condolences on to the family. Thanks.'I sent a message back telling flight control thanks for a good job. I printed out the message and gave it to the lead flight attendant to pass on to the father. The lead flight attendant was very thankful and told me, 'You have no idea how much this will mean to them.' > > Things started getting busy for the descent, approach and landing. > After landing, we cleared the runway and taxied to the ramp area. The ramp is huge with 15 gates on either side of the alleyway. It is always a busy area with aircraft maneuvering every which way to enter and exit. When we entered the ramp and checked in with the ramp controller, we were told That all traffic was being held for us.> > 'There is a team in place to meet the aircraft', we were told. It > looked like it was all coming together, then I realized that once we turned the seat belt sign off, everyone would stand up at once and delay the family from getting off the airplane. As we approached our gate, I asked the co-pilot to tell the ramp controller we were going to stop short of the gate to make an announcement to the passengers. He did that and the ramp controller said, 'Take your time.'> > I stopped the aircraft and set the parking brake. I pushed the public address button and said, 'Ladies and gentleman, this is your Captain speaking I have stopped short of our gate to make a special announcement. We have a passenger on board who deserves our honor and respect. His Name is Private XXXXXX, a soldier who recently lost his life. Private XXXXXX is under your feet in the cargo hold. Escorting him today is Army Sergeant XXXXXXX. Also, on board are his father, mother, wife, and daughter. Your entire flight crew is asking for all passengers to remain in their seats to allow the family to exit the aircraft first. Thank you.' > > We continued the turn to the gate, came to a stop and started our shutdown procedures. A couple of minutes later I opened the cockpit door. I found the two forward flight attendants crying, something you just do not see. I was told that after we came to a stop, every passenger on the aircraft stayed in their seats, waiting for the family to exit the aircraft. > > When the family got up and gathered their things, a passenger slowly > started to clap his hands. Moments later more passengers joined in and soon the entire aircraft was clapping. Words of 'God Bless You', I'm sorry, thank you, be proud, and other kind words were uttered to the family as they made their way down the aisle and out of the airplane.> > They were escorted down to the ramp to finally be with their loved one. > > Many of the passengers disembarking thanked me for the announcement I had made. They were just words, I told them, I could say them over and over again, but nothing I say will bring back that brave soldier. > > I respectfully ask that all of you reflect on this event and the sacrifices that millions of our men and women have made to ensure our freedom and safety in these USA , Canada , Australia New Zealand, England .> > Foot note: > > I know everyone who has served their country who reads this will have tears in their eyes, including me. > > > They die for me and mine and you and yours and deserve our honor and respect.> > 'Lord, hold our troops in your loving hands. Protect them as they protect us..bless them and their families for the selfless acts they perform for us in our time of need.. In Jesus Name, Amen.' > > GOD BLESS YOU!!!

that's the one to use, if you need to save some wiring headache.

I know the 13-letter-poop-spreader engines (International) have a high-pressure pump to drive the fuel pressure.. no oil pressure, no fuel.. Wonder if there's an oil-pressure issue, maybe low or something, that is causing the poor fuel delivery? I know that viscosity is opposite (high oil pressure cold, lower when warm) so I'm just taking a stab at it.. Thinking aloud, if you will..

Pt. 2 http-~~-//www.youtube.com/watch?v=h2MUNbGyld4

that's about what I'm used to with this truck.. But it seems to stay pretty steady, regardless of empty or towing.. 11.5-12.5. Last tank netted 8.9 or so, and I about shat.. My '96 had 3.55s and an auto. Got 14-15 city, 18-20 highway. swapped in a 4500 and that jumped to 17 city, and a LINY round trip netted me 27.9mpg @ 68mph and a killer 2200rpm drone headache from the 7" muffler-less stack.. LOLThis 3500 has been a freaking headache since day one. Sure miss my '01 6 speed, but I think I miss my 12V '96 more :)How you liking the Eaton, now close to 3 yrs in?

here's the twist, mindless.. My 3500 was originally a 5speed truck, but the P.O. swapped it to an auto. So I have the 215. Update for you, ISX.. I'm at ~90miles on this tank, and just under 3/4 tank remains. That's WAY better than the last one, but it still is sitting around 11.5-12.5mpg. Sunday, I swapped the overflow bolt for a new one. I've seen no difference, at least with the power aspect. I also added a wire into the PCM's "C" plug for the OD sensor button and reconnected the OD wire as it should be. Prior to Sunday, I had the OD on a toggle, as well as the TCC on a toggle, so I could manually select either or both. Now, something weird happens (totally unrelated to fuel, by the way).. It will shift 1-2 @ 10mph, 2-3 at 25mph, 3-4 at ~32mph, then LU ~40mph. with the OD "OFF", it'll 1-2 @ 10, 2-3 @ 25, LU @ 30. If I continue accelerating, and turn the OD back on, it'll unlock the TC, shift to OD, then ~40mph, lock the TCC back. Strange creature, this truck.. Still seems down on power, as it did, and a lot of pedal effort & travel to carry above 50-55mph.

Welcome to the family!

MY dad's 3rd gen rear windows did the same thing. Was a loose harness in the driver's door switch..

That was very interesting, as well as quite informative (as always)..

well, i had a overflow bolt. I DON'T have a bolt that will accept a fuel pressure gauge/tester.. I'll order a fuel pressure bolt tomorrow.. There's no fuel leak. Everything is dry, fuel-wise.. I don't see anywhere where that amount of fuel loss would be, and it would be noticeable. I agree 100% on the fuel/smoke thing, as well. The OE overflow valve spring had good tension and was right at 1/2" long.

Swapped in the new one.. no change. Sent from my SPH-L710 using Tapatalk 2