IBMobile

.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.

The truck transmission was experiencing the torque convertor lock/unlock problem and that part was thought to fix it. The real problem is high ac voltage from the alternator caused by leaking diodes in the rectifier. The high AC noise can and will cause failure of the ABS, PCM, and ECM control modules. Delete that wire; all it is doing is covering over a problem and not correcting it. With a good multimeter, like a Fluke, measure the AC voltage at the b+ terminal on the back of the alternator engine at idle and all electrical turned off a good reading is 0.03 volts or less. 0.03-0.05 volts is marginal and 0.05+ volts is trouble waiting to happen. Do what we like to call the W-T modification. See below. Retest the charging system for drop in AC voltage.

No idea. that's a direct short for that ECM circuit. No codes? What happens when it's connected to the #2 solenoid?

Could it be that the "Injection Pump Fuel Shutoff" signal from the ECM to the PV44 is getting turned on for a longer time frames. @wil440 could you scan your trucks pump fuel shutoff with the Modis and see if it is normal to fluctuates like this.

Some thoughts from the past.

Ruff the surface up a bit so the JB has something to stick to then clean the surface well with alcohol.

J B Weld or... https://www.amazon.com/JDLLONG-Filter-AM876411-Engine-3tne74/dp/B08391XN5K/ref=sr_1_3?crid=I1CW9ZCVRLZP&dchild=1&keywords=john+deere+455+fuel+filter+assembly&qid=1592083827&sprefix=john+deere+455+fuel+filter+%2Caps%2C203&sr=8-3

I think this is the owners manual with wire diagram. https://www.gulfstreamcoach.com/media/uploads/1/11526_Dometic-Roof-Air-Conditioners-579--590--595-Manual.pdf

Stuck relay or bad circuit board. What make is it? Dometic or Coleman?