Tractorman

You need to be a bit more specific than "No AC" For example: * Does the ventilation fan work properly on all selected speeds? * Is the air coming out of the vents, but just not cold air? * Or, is the air coming from somewhere else (such as defroster vents) and is cold? * Is the AC compressor cycling. The vacuum supply to the HVAC selector operates various ventilation door positions to direct airflow to either the floor vents, dash vents, or defroster vents. If the vacuum supply is removed, the default ventilation door selection will send airflow to the defroster vents only, regardless of the position of the HVAC control selector. The vacuum supply has no input as to whether or not the AC compressor runs. So, if the AC system is working properly and if the vacuum supply was disconnected, the result would be cold air coming from the defroster vents. So, check out the system and report back. - John

Here you go..., - John

We know you want the rear seal for the NV5600, but your signature does show which transmission you have, nor does it show whether your truck is 2WD or 4WD. I bought a rear seal from Napa (CR 19211) for my 4WD truck, NV5600 rear seal. - John

Mine was extremely tight. I broke 3/4" drive sockets trying to get the nut off. Finally had to take it to a repair shop. The fellow said come back around noon and your truck will ready. I showed at 5:00 pm and all the mechanics had gone home. I found the owner in the shop working on my truck. I asked how it was going. He said he was still working on getting the nut off. We worked on it together for another hour and finally got it off with some rigging and the use of a 1" impact gun. I paid the guy a little extra for his perseverance. Be sure to check the axle vent tube for blockage as well. Sometimes a plugged vent will force oil by a seal. - John

My neighbor has a 2011 Dodge Cummins truck. I would like to perform battery load tests using the starter for the electrical load. Is there a way to easily disable the engine from starting so I can perform the test? Has anyone done this test using their truck? - John

Quite possible, however on the other hand, I am still running my OEM Bosch alternator with two brush kits and one set of bearings that I installed myself. Currently the alternator has logged 362,000 miles. Still on the original diodes. - John

@Silverwolf2691, if you are the original owner of the truck and if you know that the equalizer adjuster along the frame rail has never been adjusted, then you are good to go with @Mopar1973Man's instructions. However, if you do not know the history of that adjustment, then I recommend to back off equalizer adjuster a fair amount before adjusting the brake shoes. This will ensure that the brake shoes seat on the anchor pin when retracted for proper adjustment. Then follow up with the equalizer adjustment. - John

Probably. But, you should find out the total wattage and divide that number by 13 volts to get the amperage draw. I say 13 volts because it will never be higher than that at the bulb. The LED bulbs may already have the amperage draw written on them. - John I am guessing that there is a problem in that circuit. Those relays should last just about forever, especially with such a low duty cycle. - John

That's what I did. - John

There are eight positions on the ventilation switch. @jlweldingneeds to give more information about the ventilation settings and where the airflow was going before the sudden change occurred, otherwise we are shooting in the dark trying to help him. - John

What was your ventilation setting before the air started coming out of the vents? If you lose your main vacuum supply, then all the air flow will default to the defrosters, so it sounds like you have something else going on. Possibly a vacuum line came off of the mode door for directing air to the floor, dash, or defrosters. - John It won't cool the cab as fast as the recirculation mode, but the AC system should easily keep your cab cool, even bringing in outside air.

I think that you are probably okay with the installation. As long as the anti-sway bar fits snugly, it should perform fine. If there is too much squeeze pressure on the bushing, then the bushing would just distort. If, after some driving miles, should you see some play, it looks like you could easily add a flat shim to take up any looseness. - John

You say there is a large gab. Can you post a measurement of the gap. Can't look at a photo and know what the gap is. Does the bracket that fits around the bushing slip over the bushing easily, or is it a struggle to get it over the bushing? If it is the latter, then the gap will probably close. It's kind of like piston rings - you can't judge the end gap when the rings are removed from the cylinder. - John

Good Job!

This is how @Mopar1973Mankeeps his final drive ratio low. He turns his 245/75R16 tires into 245/70R16 tires by letting the smoke out. - John

When the transmission shifts from 3rd to overdrive, the converter should unlock just before the shift and then relock shortly after the shift. Is this occurring? If the converter remains locked during the shift, the shift will be harsh. - John

@dieselautopower, thank you very much for this information. This is good information for deciphering the code for the business end of the VP44, but what I really want to know is the displacement of the internal vane pump in terms of cubic inch per revolution. If you happen to find a source for this information, please let me know. I appreciate your quick response. Thank you, - John

I think I would just make my own gasket and form it in the shape of the hole that it surrounds. - John

A flowmeter will not be of any help for testing the output of either the lift pump or the internal vane pump. Lift pump - There is no way to connect a flowmeter to a lift pump that returns unused fuel to its suction side within the pump housing. Two flowmeters would be required for a lift pump that returns unused fuel through an external line. One flowmeter would have to be connected in a series circuit with the VP44. The whole setup would be cumbersome and would not be practical to view from within the cab for testing under actual driving conditions. A simple flow performance chart would provide the necessary information regarding fuel flow for all driving conditions before the lift pump was even purchased. Customers would know what they are getting. Internal vane pump - a flowmeter can be connected to measure return flow from the VP44 to the fuel tank, but there will still be two unknowns: - fuel volume for injectors under any given engine rpm / load (a minor issue, as it could be roughly calculated) - fuel volume for fuel flowing over the internal vane pump regulating valve returning fuel to the suction side of the internal vane pump under any given engine rpm / load. This volume is important, so not knowing this volume is a much bigger issue. I believe that the lack of basic performance information for both of these pumps has contributed greatly to the difficulty of diagnosing fuel related performance problems and to the misunderstandings and mystery surrounding the VP44 fuel system. Something worthy of mention is that the output of both of these pumps is actually the volume of fuel leaving the pumping chamber, which includes the volume of fuel heading to its intended destination and the volume of fuel passing over its internal pressure regulating valve. I wouldn't worry too much about your purchase...., it will work fine. - John

I would like to know two very important things that would help resolve some of the mystery surrounding the VP44 fuel system operation. * Thing One: How about manufacturers of lift pumps providing fuel flow performance charts for lift pumps they sell? These flow charts would provide valuable information. Example LIft Pump A fLows: 100 gph @ 0 psi 90 gph @ 5 psi, 80 gph @ 10 psi. 70 gph @ 15 psi, and so on * Thing Two: How about Bosch providing the pump displacement information for the VP44's internal vane pump in terms of cubic inches per revolution? This would allow for easy calculation of fuel flowing from the internal vane pump at any given engine rpm. I have never seen this information posted anywhere and it would be very valuable. This one piece of information alone would give a much better understanding of fuel flow inside the VP44. @dieselautopower, I see that you post every now and then to help resolve engine performance problems for people posting, so I am reaching out to you for help in finding answers for the two questions I have posed above. I am asking you because you may have resources that are unavailable to customers who use these products. Thank you in advance for any information you may be able to provide. - John

I am wondering if the Timbo APPS will have a longer life for those who have a manual transmission and use cruise control a lot (I would fit into that category). The reason I mention this is because the ECM does not use the APPS signal for input when cruise control is selected on manual transmission trucks. My OEM APPS lasted for 290,000 miles before I got the dead pedal and the APPS trouble code. I use cruise control a lot. What do you think, @Mopar1973Man? - John

4 years and 72,000 miles on mine... - John

The first photo says a lot. No way that wastegate is sealing. Look at the valve face - about 40% of the valve face is not even making contact with the valve seat. - John

His signature says 3.55's, but it looks like his tires are 35's. Oh, oh... - John

You pose a good question here. I strongly believe the reason is as you suggest, "or did the VPs get updated with better materials to increase longevity about the same time the aftermarket pumps were coming to market, making for a coincidental belief that more pressure was the answer? When my VP44 pump was replaced under warranty in 2005, it was suggested that a lift pump failure was the cause. I didn't buy that at the time. Before I took the truck into the dealer, I strapped a fuel pressure gauge to my driver's side wiper arm and drove the truck for five days back and forth to work - a total of 250 miles. The lift pump never missed a beat and stayed well within its specs Absolutely. Part of the warranty along with replacing my VP44 was installing a relayed in-tank lift pump. Ironically, that lift pump put out 6 psi at idle and 3 psi at wide open throttle, far less pressure than the previous block mounted lift pump. I presented that information to the service manager and the diesel mechanic. The response was, "yes, they knew that, but that is what Dodge wanted them to do." At the time I was not concerned because my background experience in hydraulics basically says that if there is still a positive pressure at the inlet of the VP44 injection pump under high load demands, then the VP44 is getting plenty of fuel for operation and cooling. I drove the truck with that in-tank lift pump for over 160,000 miles with zero performance problems. I replaced the in-tank lift pump with a used DDRP-02 FASS frame mounted lift pump, not because the in-tank lift pump failed, but because if I did have a lift pump failure on a road trip, I did not want to have to be towed. The used FASS pump has performed fine for over 110,000 miles. I agree. With these lift pump problems, it was easy to blame the VP44 failures on the lift pump. When my VP44 pump was replaced under warranty, I was disappointed that I received a remanufactured VP44 pump - not a new one. Later, after learning that Bosch had addressed several problems inside the VP44 and the PSG as well, I was very glad to have received a remanufactured VP44 pump. It was good that Bosch made these changes, but the general public never really knew this process was going on because Bosch never said anything about it. @Doubletrouble, glad to be of help - making things more confusing for you, that is! Again, I appreciate all of the comments and feedback from all of you! - John