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“Every record has been destroyed or falsified, every book rewritten, every picture has been repainted, every statue and street building has been renamed, every date has been altered. And the process is continuing day by day and minute by minute. History has stopped. Nothing exists except an endless present in which the Party is always right.” George Orwell

You can go to Grangetto's in Escondido to weigh the truck before and after the build. I think I paid $10 for an unofficial weight of my truck's front axle w/ 5th wheel, both axles w/ 5th wheel attached, and 5th wheel alone. Real friendly people there. http://grangettos.com/grangettos-escondido/ You'll want to keep the truck....it will be easier to get the walkers in and out of the back.

Did rams come from the factory with LSDs? Some did, like mine with a 4:10. 1984

I'd leave it as close to stock as possible. May be air bags in the rear and new/stiffer springs in the front. You might want to check with this shop on what your need and options are. They are in Escondido. https://www.northcountyspring.com/ 1984

In the case of the OP a voltage drop test might have shown the problem with the battery cable connection. Below is an article on how to perform the test. https://www.engine-light-help.com/voltage-drop.html 1984

Testing if relays cause Off/ON spikes in injector pump fuel shutoff circuit Test condition: Engine cold Ignition switch on engine RPM 0 battery voltage 12.4V Injection pump fuel temperature 84°F Test guideline: FPR (fuel pump relay) out and pins 30 and 87 jumped, ASR (automatic shut down relay) in place. FPR in place, ASR pins 30 and 87 jumped. FPR out, ASR in. FPR in, ASR out. Result observed: Injection pump voltage constant 12.2V during testing ECM voltage constant 12V during testing Injection pump shutoff circuit, OFF with random ON spikes fault codes 1689 and 1693 induced faults cleared and engine started with no problems. Conclusion: Both the FPR and ASR have no control over the fuel shutoff circuit between the ECM and injection pump. The ECM is responsible for this OFF/ON condition. The ECM power is supplied by unswitched fuse #3 in the PDC.

Pull fuse #4 in the PDC. If the clicking stops then you may have a bad relay with an internal short to ground.

Was this the injection pump relay or the ASR relay? I'll try it with my truck and see what the spikes look like, may be swap relays to see if pattern changes. Test condition: Engine cold Ignition switch on engine RPM 0 battery voltage 12.4V Injection pump fuel temperature 84°F Test guideline: FPR (fuel pump relay) out and pins 30 and 87 jumped, ASR (automatic shut down relay) in place. FPR in place, ASR pins 30 and 87 jumped. FPR out, ASR in. FPR in, ASR out. Result observed: Injection pump voltage constant 12.2V during testing ECM voltage constant 12V during testing Injection pump shutoff circuit, OFF with random ON spikes fault codes 1689 and 1693 induced faults cleared and engine started with no problems. Conclusion: Both the FPR and ASR have no control over the fuel shutoff circuit between the ECM and injection pump. The ECM is responsible for this OFF/ON condition. The ECM power is supplied by unswitched fuse #3 in the PDC.

Metro Transmission on Grand Ave has been there over 25 years. They're good people.

.Like @BennyGGG said, you can try the band adjustments but I think you will need an overhaul. Where did you have the trans rebuilt?

The ASR powers up the PCM and has nothing to do with the ECM or injection pump. It is used in gas models to power the fuel pump, injectors and O2 sensor. One of the injection pump conditions that is monitored with the Modis is the injection pump voltage. I've seen voltage readings start at 14V and go down to 12.2V but never lower. If the voltage from the ECM is greater tan 14.5V or less than 9V then a p0232 fuel shut-off single to high. One might think this code would be set if the ECM hasn't commanded the shout off.

No, lower fuel line at the T fitting goes to the mechanical pump and the upper fuel line goes to a check valve then the electric fuel pump. This installation diagram might make things clearer.

Check for 12 volts at terminal #30 of fuel pump relay. If no power check fuse. if power add jumper wire between terminal #30 and #87 of fuel pump relay. Check for 12 volts at terminal #7 (RD/LG wire) at fuel injection pump. If no power at terminal #7 ohm test RD/LG wire for open circuit. If 12 volts at terminal #7 then ohm test terminal #6, injection pump ground, (BK/TN wire). If open circuit repair ground. If ground is good then test for 9-14.5 volts to terminal #5, injection pump fuel shut-off signal, (LB/RD). If voltage is out of that range then the ECM is bad or open circuit for voltage to it. If voltage is good then perform the hot wire test for the VP44, see below.

Yes it does. This is what is under my truck. I have the fuse fuse for the electric pump pulled and just use the Fuel Boss. When I want to prime the system the fuse is installed and terminals #30 and #87 are jumped; this turns the pump on without turning the key to the on position.

A pump does not push, it sucks. By this I mean as the impellers of a pump turn to expel a fluid a vacuum is formed right behind them , this is what draws the liquid to the pump. This is also why when the vent tube on the tank get blocked with dirt/mud the fuel doesn't flow because a vacuum is created in the tank equal to the vacuum at the pump. Most pump manufactures say to install a strainer type filter (120 microns} between a fuel supply and the pump and a finer filter (2-10 microns) after the pump.

I think it's best if you T off the fuel line before the Fass when you run the fuel line to the mechanical pump. The installation instructions show it not going through the electric pump.

He has this on order.

No, that wire goes to ground at the left rear of the engine.

Yes that will work. The trigger wire is the yellow with white tracer that was used to power the factory lift pump. That goes to terminal #86. Red power wire to terminal #30. Green ground wire to terminal #85. Use terminal #87 to send power to FAS 165 lift pump. A constant power, on hot, source will work also.

You can put one of these in for less than $100 and see every thing behind you.

It's not news any more but propaganda; you better agree or you'll be called something nasty, cast out to wither until you prostrate yourself before the masses and shout "Mea Culpa"!

I'd check what's behind door #1 first. Load test the batteries, voltage drop on the cables, and a starter amp draw test.

I don't think the injection pump shut off signal is controlled by the injection pump relay but by an off/on signal generated by the ECM. Look at page 8W-30-31 in the 01 FSM, there you find pin #33 on the ECM labeled "fuel shut-off signal" with a lb/rd wire going to the fuel injection pump pin #5 labeled " fuel shut-off signal". This could be a ground signal generated by the ECM I tested the signal with key on and engine stopped and got the same random off/on pattern. One way to test if the signal is generated by the fuel injector pump relay or ECM is remove the fuel pump relay and jumper connectors 30 and 87, turn key to on and see if the spikes are still there. If no then it's the relay. If yes the it's the ECM. i

You can go to a "Pick Your Part" salvage yard and cut out parts of wire harness. This is were I get the material to make custom test leads.

Thank you. Those on signals have me a bit concerned.