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Here it is in the 12 valve articles. https://mopar1973man.com/cummins/articles.html/12-valve-2nd-generation/axles-suspension-brakes/diy-hotrod-power-steering-pump-r381/

to replace the injectors watch this video. https://mopar1973man.com/cummins/articles.html/24-valve-2nd-generation_50/51_engine/59_fuel/injector-install-video-r16/ To replace the valve springs watch this video. you can pull the push rods out and replace them when doing the valve springs.

JB Weld would fix that.

I did the same as @Threadzywith no problems. This may help you understand how the transmission shifts. From @Dynamic 11/6/2015 You basically have two different pressures at work in the VB when determining upshift and downshift points. First, there is governor pressure, which is determined by road speed. Early transmissions (46RH, 47RH) used a mechanical governor on the output shaft, and the newer RE transmissions replaced the mechanical governor with the governor pressure solenoid/transducer setup that we all know and love. The PCM generates the governor pressure electrically via the solenoid, and monitors the governor pressure via the transducer. Either way, the faster you are driving, the more governor pressure... Second, you have throttle valve, or TV pressure. This pressure is determined by throttle position. When you press on the throttle, the TV cable pulls on the lever at the transmission, which rotates the TV lever shaft, which then presses on the end of the TV plunger in the VB. The plunger then loads the TV pressure regulator spring more heavily which, in turn, increases TV pressure; the more throttle, the more TV pressure... There are two shift valves in the VB that use governor and TV pressure to determine shift points; the 1-2, and the 2-3 shift valves. (The 3-4 shift valve and TCC lockup valve are controlled separately by the PCM via solenoids and do not use governor or TV pressure to determine their shift points.) At each shift valve, governor pressure acts on one end of the valve, constantly trying to stroke the valve to the "upshifted" position. At the other end, there is a spring holding the valve in the "downshifted" position. In addition to the spring, TV pressure also acts on that same end of the valve, assisting the spring in holding the valve in the "downshifted" position. When you are at a standstill, governor pressure is at a minimum (basically zero psi) and the shift springs hold their valves in the "downshifted" position - first gear. As you take off from a stop, governor pressure begins to rise, acting on the end of the shift valves. If you are light on the throttle, TV pressure is very low and governor pressure quickly rises to the point that the force of the 1-2 shift spring at the other end of the valve is overcome and the 1-2 shift valve strokes, commanding a 1-2 upshift. The transmission is now in 2nd gear... If you are heavier into the throttle, TV pressure assists the spring with greater force, making it necessary for governor pressure to build to a higher level before the force of the spring AND the hydraulic force of the TV pressure acting on the end of the valve to be overcome. This is how the transmission holds each gear for longer when you are heavier into the throttle. As you continue to accelerate, governor pressure continues to rise until the 2-3 spring force (and whatever level of TV pressure that is acting on the 2-3 shift valve) is overcome and the 2-3 shift valve strokes, commanding a 2-3 upshift - 3rd gear... When commanding a downshift, you press on the throttle harder and TV pressure rises. When TV pressure rises to the point that (with the spring's help) governor pressure can be overcome, the valve will stroke back to the "downshifted" position and either a 3-2 or 2-1 downshift is commanded, depending upon which gear you were in. If the throttle application is abrupt enough, and TV pressure rises quickly enough, both valves will be stroked to the "downshifted" position nearly simultaneously, and a 3-1 downshift will occur. This is kind of a simplified explanation of what goes on in the Dodge valve body for 1st - 3rd gear. As I stated earlier, 4th gear (OverDrive) and TCC are controlled directly by the PCM via their respective solenoids.

A bad TPS can cause a delayed or no 3-4 up shift, no 4-3 down shift, or a 3-4 upshift immediately after the 2-3 up shift. The 1-2 shift problem can be valve body/kick down cable or governor circuit electrical fault. Check the trans fluid level and condition along with the kick down cable adjustment and swap the transmission relay with the horn relay in the PDC to start with. If you're going to replace your TPS use a "Timbos" apps. They are better than the factory part and not made in China like the ones you see being sold for $25-$50. Those cheap ones can give you a head ache. Try adjusting the TPS/APPS the way the article below shows it. You may want to try it with your old TPS also. https://mopar1973man.com/cummins/articles.html/24-valve-2nd-generation_50/51_engine/electrical/stock-apps-sensor-voltage-adjustment-r34/

It was a cold morning at the campground, 24°F, so before starting the truck's engine I flipped the switch to cancel the grid heater bypass and let them do their thing. After the grid heaters cycled the engine was started just fine with all the gauges coming alive. Once the oil reached safe operating pressure I flipped the switch which turns on the onboard air compressor for the exhaust brake. It was now time to get the show on the road and shift to drive; what the, "check engine" light is on. I pull out my handy dandy code reader an get this: P0753 Transmission 3-4 Shift Solenoid / Transmission Relay Circuits P1765 Transmission 12-Volt Supply Relay Control Circuit P1682 Charging System Voltage Too Low The "check gauges" light pops on and the dash volt meter is not reading. With a multimeter I see that the voltage at the batteries is 12.2V no alternator output.. I'm thinking since I live in warm Southern California and never turn on the grid heaters there and this is the first time I turned on the air compressor with the grid heaters maybe when I shifted the trans to drive there was enough load load increase to blow the 5 amp fuse that I installed in the field lead, blue wire, between the alternator and the PCM. Sure enough that's what it was. I didn't listen to my own advice when I was testing the amp output to the PCM an suggested a 7.5 amp fuse be used and installed a 5 amp fuse. During testing I had a reading of 4.53 amps with the engine running and all lights on and heater fan at full speed and thought there should be a little higher amp fuse to withstand a load surge. Well, problem solved with a 7.5 amp fuse installed. https://mopar1973man.com/cummins/articles.html/24-valve-2nd-generation_50/51_engine/electrical/alternator-and-pcm-protection-r617/ https://mopar1973man.com/cummins/articles.html/24-valve-2nd-generation_50/51_engine/electrical/grid-heater-bypass-r618/

Get an adjustable boost controller so you can dial in the max boost you want.

No. It could have high crank case pressure with possible oil leaks from seals.

You can use this link to find the size tires/gear ratio you want. https://tiresize.com/gear-ratio-calculator/

I was thinking the same thing. The ABS module performs a self test on start up.

Congratulations on the score. It is a monster compared to my little 24.5' 5er. You can do one of two things that will raise the trailer height I can think of. The first thing I thought of was to flip your axles. A friend of mine did this and raised it so high he has to put an extra step to get in. The other is to weld spacer blocks to the frame then weld the spring shackles to the blocks. Don't just add blocks between the axle and spring; lateral loads can twist the longer U-bolts and pop the spacer blocks out.

I wouldn't. Some people here like them and others had to replace there tanks after installing a sump. @015point9 can tell you about his bad experience with one.

The wiring that runs along the steering column in the cab is shielded from it's rotational movement. There have been reports of wire brakeage at the point where they flex due to the column tilt feature. OP stated that the problem all so occurs " under hard acceleration from low speeds to highway speed and also cruising along above about 68 MPH" where steering is at a minimum.

Have you tried the push-n-pull test. You do this with the truck running; you push and pull on every part of the engine wire harness and all connectors.

Parallel increases amperage; so you would just get more watts. To get 240v they would need to be in series and then it would still be single phase. It would not be a two phase system with each leg (phase) at 120v.

Here you go, moved.

I'm sorry to her about your wife's mother passing. My wife and I still talk about the good visit we had with her and the rest of your family.

See if these two articles would help. https://mopar1973man.com/cummins/articles.html/24-valve-2nd-generation_50/53_axles-suspension-brakes/00-02-hd-steering-upgrade-r372/ https://mopar1973man.com/cummins/articles.html/12-valve-2nd-generation/axles-suspension-brakes/98-99-hd-steering-conversion-r188/

I removed the boost elbow that came with my EZ and installed an adjustable one. Stock boost was 18psi, with EZ supplied boost elbow 24psi. with adjustable elbow 30psi; a little more power.

If you got it then enjoy it. You worked hard for it and you can't take it with you. When you're dead you really don't care anymore.

If I had my heart set on it no though I might renegotiate for a lower price due to new year models are out. The dealer wants to show the most units sold in a month to the manufacture and does not want to pay the bank "flooring" interest fee on a unit. So, the last days of the month are the best to buy a new car. Don't know. Let's see, $170 for a tow or $65,000+ for a new truck. Even at $500 a tow that's 130 tows.

The increased outbreaks of Wuhan Covid-19 in Asia has disrupted the supply chain for semiconductor chip manufactures. Most of the chips are made in China and Taiwan. The assembly, testing, and packaging is done in Vietnam, Malaysia, and the Philippines because of large unskilled cheap labor force. The rise in outbreaks has caused the plants and shipping facilities in these countries to be shut down. These supply problems will extend into 2022 and might go further. This mean not only truck and auto production delays, vehicles use from 300 to 3000 chips depending on model and options, but anything with a chip from digital thermometers to washing machines will be in short supply and cost more adding to the inflation worry.

And a PCM ground splice repair. https://mopar1973man.com/cummins/articles.html/24-valve-2nd-generation_50/51_engine/electrical/pcm-ground-splice-repair-r675/

The Kelley Blue Book is a price guide; the real price is what the value of the vehicle to the consumer. An example of this is when fuel prices rise sharply then the demand for fuel guzzling vehicles falls and fuel efficient vehicle rise as does their respective values regardless of the Blue Book value. So, since I'm younger than you, I "make all the mistakes"?