ecurnes8888

Where do you get your information on filters? I have tried to get info on my own but don't ever find very much. Do you get it straight from the manufacturers?

Not sure how familiar you are with the 3rd gens, but do you think it could have something to do with my gauge cluster? I have heard elsewhere that the gauge cluster actually acts as a BCM. Maybe you know someone on here that has some experience with this?

No because it didn’t come factory with my truck. If it had come factory with my truck they all recommend using the ASWC-1 which I already have.

So the only computers in a 3rd gen are the PCM (left side of block), ABS Controller (left corner of firewall), and Airbag Controller (in dash sitting on transmission hump). For the wiring I believe all dash wiring harnesses are the same mine even has hook ups for manual transmission parts. I’m thinking I need to have my PCM flashed but I don’t know I’m only presuming this. I’m really looking for someone that’s done this, even just gotten it to work with the factory stereo.

I’ve actually already installed it, it recongnizes that it’s wired correctly, it recognizes the radio, but doesn’t recognize the vehicle. I’m thinking I need the dash wiring harness but have no idea really. But as always I really appreciate your help.

This is an 05’, are you talking about the computer in the dash? Can I get the one out of the truck I got the controls from so it would at least work with the factory stereo? I see your diagram says left side of dash, but I have no idea what I’m looking for or exactly where. The computer I see inside is the airbag controller center dash floorboard.

I am using an aftermarket radio, but I have an Axxess ASWC-1. I’m sorry you’re way over my head. What is a High Line Centeral Timer?

I just put steering wheel radio controls in my truck. They plugged right into my clock spring, but don’t seem to be working. Do I need to get my PCM flashed like I did for high idle? Has anyone else gotten them to work? Do I need the dash harness also? Thanks for any help you guys can offer.

If it doesn't hurt anything then that only means it's helping, and the cost of a filter over what fuel system parts are is negligible. I'll take a look around and see if I can find some specs. I really appreciate your help, thank you for coming through.

So run two FF5817's or ditch the final and only run 3 filters?

What would you recommend for the W/S & F/F on a FASS? Last qeustion haha Last question, what would you use as a W/S & F/F on a FASS? I noticed you said that you can adapt the threads.

Makes sense!!! 20um filter to a 25um ish (not 100% on that number), to a 3um, to a 2um filter. And the W/S's are really effective, gonna be a great set up! Thanks, AH64ID

Yes, I agree about the crappy selection and want to switch to a FASS. "unfortunately" haha, my A/D still works great so I won't switch anytime soon. Got it, I'll run that setup! Thanks so much for your help!! Side note, why the BF1212 over the FS1000?

Whoo!! So glad to hear from you haha. That's right in line with what I've researched, and heard from you. 90 GPH seems to be the best under the A/D, 60 GPH was the closest runner-up. Now for the FF5817, are you saying ditch my CAT 1R-0750, and put the FF5817 in its place? Are you saying that the FF5817 is better than the CAT? I'm sure that the P551312 would fit but seeing that it's also a 3um filter I'll just stick with the P551315. Also, it was recommended to me to add another W/S so what do you think about this setup? Sump - BF1375 - P551315 - FS1000 - 1R-0750 Or should I go with the following? Sump - FS1000 - BF1375 - P551315 - 1R-0750 And of course, if you're telling me to ditch the 1R for the FF5817 then I'd make that change. I definitely have built trust in your word over the past 5 years that I've been reading your posts and write-ups. I was just thinking, does it makes sense to have any W/S after one F/F and before another F/F? Wouldn't you want ALL the water possible removed before getting to ANY filter? If the answers to these questions are "yes", then I'm thinking that my second setup would be best.

I have quoted him on another post on this forum and tried to reach out to him on cumminsforum.com, igotacummins.com, and turbodieselregister.com I've also sent him a PM on cumminsforum.com I even personally tagged him on my igotacummins.com post

I've got an AirDog 165, and a CAT 2um filter, supplying my dual CP3's. So the A/D pulls from my sump sends it through my Baldwin BF1275, then to my Fleetgaurd FF5617, then to my CAT 1R-0750, and finally to the CP3's. I often run through the deserts of California, Arizona, New Mexico, and Texas so fuel stations are few and far between, and often I just have to get fuel where I can. Injectors and CP3's are expensive and breaking down on the side of the road is even worse with those costs. My question is, I know the BF1275 is the best F/WS I can use, but the Fleetgaurd isn't the best F/F I can use. What filter should I use on the A/D that would still flow adequately and compliment my CAT filter? I'm thinking something in the 5-10um rating at 100GPH. Or should I just use the Donaldson P551313 on the A/D and get rid of my CAT filter? Again I can't always get the best fuel, but I always use Stanadyne Lubricity Formula at every fill-up and want the best protection for my 100hp injectors, and dual CP3's. Thanks in advance for any help you guys provide. With that said please provide some evidence to back up what you say, such as micron and GPH ratings.

AH64ID, I've seen a lot of your posts on here and Cummins forum, and follow a lot of what you say in those posts. I've got a question I think you could answer. I run an AD 165 and a CAT 2um primary on my dual CP3 setup. Currently, I use the BF1275 for the f/w, and Fleetguard for the secondary, as I mentioned I have a CAT primary just before the CP3's. My question is what should I use in the f/f spot of the AD? Or, should I get rid of my CAT primary filter head and just run the P551315? I know running the P551315 & the CAT is going to be too much and not flow enough, but injectors and CP3's are expensive and I do a lot of traveling through the desert, and sometimes fuel stations are remote.

Thanks for clearing it up!! Mud is much more clear.

First, thank you for the knowledge, I'm ok with being wrong. I don't know everything. But I do know that the IPM was introduced in 2006 and it seems like you are also agreeing with that. You are saying that your earlier post, where you listed all the different "parameters" (I don't know what to call those) are for J1850 VPW (2003-2007)? But right at the top of the list, it says FPW/IPW Integrated Power Module and every single one of those items says IPM in it, which means that would not refer to anything before 2006. Just seems like this is something for 2006+ to me, but again I don't know a lot about this area I am trying to learn. Also just as I stated at the begging all of our trucks (3rd gen section here) run off of a CAN interface I can only assume that it's a different protocol than that used in the newer (2006+) IPM trucks. Your last post is also sorta hard to follow first you say that "The (PCI) bus (J1850 VPW) - 2003 All Chrysler vehicles up to 2007 or 8.", "Beginning in the mid 1990s the Chrysler Programmable Communication Interface (PCI) bus network was introduced." then you say "The (CAN) 2008 + All domestic and foreign vehicle manufacturers, ISO 15765-4.3:2001 CAN became the mandated protocol.", which would make sense except for this next part "Following in 2004, Chrysler again replaced their communication network. With the introduction of a new mandated protocol, they began using a Controller Area Network. This network came in 3 forms: CAN-B, CAN-C, and CAN-C diagnostic." "Beginning in 2004 with the redesigned Dodge Durango, Chrysler began implementing the use of the Controller Area Network protocol and bus standard." Which to me reads that PCI was introduced in the mid 90's, but then you say it was from 2003-2007, then you say that CAN took over in 2004. So was 2006 a new/different version of CAN Bus? Again I really I'm in new territory, and here to learn. I just want to make sense of it. Also, this is all way off topic.

Chris O., Thanks for chiming in and dropping some knowledge, but that's way above my skill level. I don't even know what to do with that info. I can only assume these are functions that the IPM can and does control. Which would only be a 2006 and newer truck.

YES! In 2006 Chrysler as a whole, not just their Ram line of trucks, went to the TIPM and have been using it ever since. This is why I won’t get rid of my 05’, best of both worlds with the cp3 CR and regular style fuse box. The TIPM is different than the CAN BUS system which is the style of ECU protocol that Chrysler uses. The TIPM functions everything that a normal relay box would but uses a circuit board with integrated relays to control circuits. This is my level of knowledge in both the CAN BUS and TIPM systems,

I have heard a lot of rumors about what the dealer can activate with the Star scan tool through the CAN BUS system. I'd like to hear from people that have actually had some features turned on, not from a guy you know or what not. Actual experiences, share your year and what you had done. Some things I've heard (I know some of these are true) High idle, accessory power delay after ignition is turned off before the door is opened, changing the vehicle location to Canada will turn on daytime running lights, activating the trailer lights through the factory trailer hookup. I would like for this to be an easy place to gather information if someone that wants a feature activated by their stealership and is getting pushback, or maybe just a place to learn about what is available in your vehicle.