IBMobile

This might help. https://tiresize.com/gear-ratio-calculator/

Here is a pro and con article on brake pad types. https://www.autoanything.com/resources/what-are-the-best-brake-pads-ceramic-or-semi-metallic/

@Manimalmother what was the fix, please.

That is exactly what it is. Attach it to the PCM by way of a case mounting screw. Remove the EDGE nd see how it drives. Check your alternator AC voltage should be less than 0.03 volts at idle with no load. Do a W-T ground mod and PCM ground wire fix along with a protective fuse for the alternator/PCM.

With a long jumper wire into the cab. One end attached to the B+ alternator terminal and the other end to a good quality volt meter.

I think it would code for a problem. Why do you think that it might be a problem? Did the scanner's live date show the same speed and rpm readings? What is the AC voltage at the alternator with same electrical power load and truck speed?

Left side of engine compartment. Those extra wires in the pic are for testing the rear speed sensor output and the signal frequency from the ABS to the PCM. The small connector is for power and the larger one is for signals, in and out.

Try driving with the ABS controller disconnected. The only signal to the ECM from the ABS is the brake switch sensor, I don't think that is a problem.

What's the AC voltage at the alternator at that RPM/electrical load? Path of speed signal: rear speed sensor at diff, connector at lower left fire wall (C129), ABS controller, white/orange wire from ABS, connector at upper fire wall (C130) to PCM.

Is it like this one?

Are these what your looking for. http://www.deutschconnector.com/products/deutsch_pins_and_sockets/deutsch_dt_pins_and_sockets/

How's the front pump and what are your pressures? When you had the TC out did the input shaft turn?

“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.