ISX

Says P1694 - No CCD Messages received from ECM Bus communication failure to PCM. Maybe loose connection? Have to wait for a VP guy to wake up. --- Update to the previous post... Just found that it could be a fuse under the hood, might check all of those --- Update to the previous post... Also found it could be fuel pump relay and you can swap it with the horn relay to see if it fixes it. Do you have any other symptoms, all the lights in the cab still turn on, engine still crank...?

Most people seem to have to put the truck in neutral, turn the engine off, put it back into high range, then start it back up. I don't know why its like that but even my ford would do it with it in park

The IAT is slow to react. I noticed it when I took it out and was testing resistance values of it in water and stuff. You would put it in ice water, and it wouldn't do anything for a couple seconds then slowly start to figure out it was cold. I got more info from the physics wizards and indeed the boost and atmospheric pressure have NO effect on the temp rise you get when the piston compresses. Compression ratio and IAT are the only determining factors. Now more boost usually comes with more heat from compression in the turbo itself, so the IAT would be warmer due to that which would in turn create more heat during compression. But if the IAT was always the same, it doesn't matter what boost or atmospheric pressure is, the temp rise from the piston compressing will always reach the same point. So more compression means more heat, and higher IAT means more heat, that's it. More pressure in there from more boost means more volume and air molecules in there to burn, so the volumetric efficiency shoots up. Obviously colder air increases this efficiency further.

From what I get with this, you are trying to get the fuel to pump and flow to the injector better. You also said you don't think the injection will cool the fuel down like on an air compressor. That just proves my point a little further being that, if the fuel is cold, it will get hot when it is compressed to 4000psi so it will shoot into the engine at a hot temp. I realize it doesn't transfer that heat back to the tank or anything but that is not the thing I am concerned with. I think the heat generated by compressing it 4000psi will be very hot and the temp of the fuel, be it 0-100F, will not matter much when it probably gets to an incredibly hot temperature after it is compressed. That would mean it would autoignite by just leaving the injector. But it doesn't so that tells me it loses a lot of it's heat when it gets injected. The compression ratio for that injector would be 4000:1 (on the 24V's, my 12V actually plumbs into the fuel filter so the injector has 40psi in it constantly, making it only 100:1). But on an engine, just 17:1 raises the temp from 0F to 967F (if there were no losses). Obviously compressing air and fuel are 2 different things so I need to make another calc.

There you go! I waited till it made noise and eventually the clutch was always engaged.. Figured that out behind a car at a stoplight Luckily it died since it was so abrupt. That is why I say don't drive it if it doesn't fix it. Pretty good chance it will fix it though. Not everyday the clutch springs fly apart haha.

If it doesn't fix it, STOP driving it. Mine did the same thing and a spring had fell out of the clutch pack. That spring can bang around and tear stuff up. Here is a link for bleeding them when you get them. http://mopar.mopar1973man.com/cummins/2ndgen24v/clutch-hyd/clutch-hyd.htm

You might ask around engine shops/paint shops/etc. and see what they use, maybe even have them do it. Seems like something like that would be better off in the hands of a pro since any flaw would probably show up after some heat got to it.