IBMobile

@JAG1I've got half a case of 12 gauge 00 buck and half a case of 12 gauge slugs and a few boxes of #4 and #5 led shot, that is now illegal to hunt with in California, you can use if the neighbors don't mind.

There is a label in the glove box with the vin number and some build info. One piece of info is the differential size. It's faded but I can still read mine.

1.These people are looking at there bottom line. Customer support takes time and time is money. The person giving support has to be trained in all the products as well as what the prducts are going into, more money. They might have used up all the wire harnesses for these trucks and are now putting out a cheaper generic harness. Since these trucks are 16 years or older how many more of these pumps are they going to sell. 2. If the ECM does not 'see' the fuel pump it will set code p0230; there is nothing wrong with your ECM. My truck would set the code p0230 because it has a Fuel Boss pump. To prevent the code the signal from the ECM is used to trigger the relay for my back up pump but the pump is no used by removing its power fuse. 3. I heard that high fuel pressure can cause hard starting but there are some people with fuel pressure over 20 psi with no problems. When my truck starts with the Fuel Boss there is 0 psi. 4. I too live in California and will be looking for those stickers.

@Dynamic Would you be open to people sending their valve body in for modification and if so what would be the approximant cost be?

@Dynamic is the site transmission guru and probably has done it many times. Lets see what he has on it. I did fine this at the Cummins Forum https://www.cumminsforum.com/forum/94-98-performance-parts-discussion/573451-2nd-gear-lockup-would-nice-can-done.html

A good read thanks for the info. The last time I was in a pick your part yard I found that certain alternator connectors for a gas Ram were the same as the diesel. I cut the connector off of the harness and used it for testing the amp draw from the PCM.

When the engine is under very high boost condition and the throttle is abruptly closed a high back pressure condition occurs, also known as turbo surge, in the turbo charger and can be damaging. You can hear when this happens, we call this 'turbo bark'. The blow off valve, BOV, releases the boost pressure preventing damage to the compressor, intercooler, pipes and hoses. If your boost pressures are low then you don't need one. With higher boost numbers and you've heard your turbo bark a BOV might be what the truck needs. There are others on this forum that have more experience with them.

Those installation instructions are pretty generic; hot and ground at the battery with an ignition switch trigger. Maybe some person in the office trying to justify their existence by releasing new directions without doing the research of what their product is being installed in.

@JAG1 Glad to see you back.

You walk into a parts house to get something for the truck. The guy behind the counter asks "What are driving? You say " I have a Dodge Cummins diesel". He gives you this face and he's thinking about a week in Waikiki with the wife and kids with what he's going to make off of you.

Is this the installation manual that came with the pump? I can see way you're befuddled with the outcome. https://fassride.com/wp-content/uploads/2018/11/T-D08-095G-or-T-D08-165G-Install-Manual-1.pdf Read this article,; it might help you understand how it should be wired. @pepsi71ocean and @Stanley if the relay has diode suppression then the signal wire from the ECM has to come to terminal 86 of the relay to prevent damage to either the ECM or the relay itself and 85 is the ground. This would change if the diode in the wire diagram on the side of the relay is reversed. If the relay has no suppression or uses a resistor than it doesn't matter if terminal 85 or 86 is used for the ground. There is no ground for the lift pump in the ECM, only power from the ECM at terminals 15 an 35. The ground for the OEM lift pump is at G107. Ground, G107, for the OEM lift pump is located on the left side of the engine block beneath the OEM lift pump.

The ECM does not see the lift pump. Following FASS instructions could cause injury or death. If you are in an accident and unable to turn off the ignition switch fuel will continue to flow feeding a fire if it should occur. Wired this way the ECM is in control and will stop the lift pump if the engine should stall.

Are you using a relay to power the FASS pump and if so are you using the power led from the ECM to the old lift pump to trigger the relay or that fused wire from the ignition switch?

Here are 9 of them with in 50 miles of you. https://www.lkqpickyourpart.com/locations/?zip=92374&range=50 You're can call them but they might not have an up to date inventory sheet. I just go in with list and a box of tools I think I'll need. You can walk the yard, hit or miss, some times you find gold other times it's just exercises. A lot of parts from a Ram 1500, some from the derange and vans will fit on the ram 2500 and 3500.

There is always Pick Your Part. Great place to practice part removal also if your not sure how something comes apart.

Check the voltage out put of the alternator when the grid heaters are on. I've seen it as low as 11.95V when testing. Your alternator output may be low enough to trigger the apps low voltage when cold. There my be some extra resistance, dirty/poor connections, in the systems exacerbating the problem. Have you done the W-T wire modification?

You're in our thoughts and prayers.

Check all your hoses and fittings for leaks and damage. If your heater/vent ducks operate then you know the vacuum pump, hoses and fittings are good to the firewall. Old fittings like this will leak. They can be replaced with a length of vacuum hose slid over the plastic line.

Remember, the customer is always right. Tell them "OK We know the front brakes are shot and that may be the noise you are hearing so let's fix what we know is wrong first. Since the front brakes are in such bad shape I suggest inspecting the rear brakes also; we may have to do both front and rear brakes. What do you think?" This puts the ball in their court Could that clicking noise at slow speed turns be an outside C/V joint which is just behind the brake backing plate?

I had 265/75-16 and changed to 245/75-16 a few years ago when I got a deal on 5 almost new Michelin tires and have not corrected the speedometer so it read about 2mph high. With that said, below truck is going down the other side of the 6% Conway grade in torque covertor locked up 3ed gear. Cruising along in lock-up O/D A little slower Yes it does. When the APS goes to idle the PCM unlocks the torque convertor so anytime you engage the Pac Brake the controller grounds that orange/black wire commanding lock-up in idle. The 'mystery switch' will keep the convertor locked all the time it is on. If the mystery switch is on and you engage the Pac Brake then the orange/black wire is just grounded in 2 places. The DTT voltage regulator will not effect this lock-up. The regulator is used the fool the PCM about line pressure.

Spray the fittings with PB Blaster, Liquid Wrench or some other quality rust penetrant; WD-40 is no better than using diesel fuel and it may work but takes longer. Be sure to use tight fitting flare wrenches on the brake line fittings. The hard line fittings like to round off so take your time. After the hose is replaced you may only have to bleed that caliper. If the peddle is still soft then bleed the whole system starting at the right rear brake. Good luck and Happy New Year

Good luck to you and a healthy, happy, prosperous New Year to our members and their families.

I've had both bumper pull 24' trailer with a class 5 hitch and 27' 5th wheel; I prefer the 5th wheel. The ride comfort as well as the stability of the 5er is superior to that of a bumper pull. So, consider the pros and cons of both then make your purchase, that's why they still make both.

Do you have a DTT Smart Controler or an ATS transmission controller? If not then this should work in conjunction with the Pac brake. They work by grounding the orange/black wire at B11 of the PCM which commands torque convertor lock up.