Great work!

I can't help with the part numbers but I changed a cab before. Put a 2wd quad auto gas 1500 on a diesel 4wd auto. Only one year difference similar options different radios. I had to change every harness over. Even above the headliner. I got it all done and the doors wouldn't plug in. Had to change the door harness too. Buy a set of those plastic body and trim removal tools to pull out the wiring with out marking the paint and plastic. They work great especially the crow foot one.

I think the TC unlocks when the brake pedal is pressed too, not sure. Clean all the battery posts again that used to fix my truck.

Since the dash has been out you need to check the three wiring connectors that plug into the back side of the fuse block. Squeeze your hand up above the parking brake and feel around for them, they plug into the backside of the fuse block they are extemely difficult to remove even when the dash is pulled back. The plastic latches offten get broke, I know from experience. They could have worked loose just push on them to make sure they are seated. Did you try swapping around the fuel system relay its the one in the lower left corner of the PDC when standing by the drivers fender?

I have a Glowshift combo gauge now it works okay but is cheaply built. I had pillar gauges in another truck. In my opinion none of the gauges are dimmable enough and are annoying at night.

The Chrysler engineers and Cummins engineers both tried to follow sound grounding principles. They both kept the grounds short and direct. They obviously wanted to test run the engine and harness at the cummins factory and the Dodge folks wanted to be able to check their systems before the engine was installed. The problem is the PCM is grounded to the passenger side battery which seems right (good design practice) and the ECM is grounded to the block by the starter which has a huge ground cable to the driver side battery. The TPS signal is ground referenced to the ECM and then shared to the PCM. The PCM has a different ground lay out which causes a ground difference and differential mode noise to be present in the TPS circuit. The PCM should have been grounded to the same bolt that the ECM grounds are terminated at. That would have meant an extra bolt and tool operation on an assembeld and painted truck. A signal ground return could have been put into the engine harness connector but that violates some other engineering principles. Say one of the main grounds is disconected and all the ground current for the AC blower or head lamps runs through the small signal ground and PCM it can cause a fire or at least fry the PCM. The quick fix was to put in a very large "signal ground" and then run it accros the alternator to the passenger battery so it takes a totally different path then the TPS signal wire and causes differential mode noise. If it ran the same direction and lay out as the TPS signal it would have common mode noise which is easily handled and cancelled out. The large "signal ground" should have set off red flags. The PCM should be grounded to the engine by the ECM ground with a seperate ground to the cab and another ground ran along side the fuel level sensor wire to the tank to prevent noise in that circuit too.

Low voltage and electrical noise in the system cause a lot of problems. The grid heaters are a heavy load when first started.

Should be codes if 100% electrical. Slides into OD sounds bad though.

ECM on engine provides rpm oil temp to CCD bus. PCM on fire wall provides speed mileage and fuel level to cluster. The PCM send trip/mileage increment messages to cluster. The actual sync of the odometer to PCM is some closely guarded secret. The CCD busses come together at the PDC fuse block. Inspect the wire harness over the engine since you were working in that area with the head. May have damaged some wires. Could be corroded connection at the PDC from sitting so long. Try cleaning the CCD bus bridge connector and wiggle the terminals and wiring while somebody watches the cluster.

Need more info. Does it suddenly engage and take off normally at 2K rpm or does it just seem lazy. Slipping means the rpms flare up when the pedal is pressed hard or pulling hard. Is reverse working normally?. Lazy usually means electrical issues. Scan Codes. Remove clean and reinsert the connector plug on the tranny also check the control cable. The second gear band linkage and anchor are known weak spots and can bend or break.

That bare spot completes the ground through the NSS and provides ground for the start relay. The linkage may need adjustment. Try holding the key in start with one hand and move the shift lever up and then down through the ranges slowly if it starts then adjust linkage

I tow a lot and bypassed the rear brake load sensing valve because it was leaking. I also put in the 33 mm brake cylinders in the rear and new axle seals the truck stops great now and brake pads last much longer. It will lock up the rear running empty easier but I let the ABS deal with it.

Swap the transmission relay in the PDC. Test pressures at ports I use an oil pressure gauge with extended hose and run it up in through the passenger door. If I recall the connector is kind of flimsy and the valve body has to be lowered to replace it. Check wires they often get damaged or pinched by the bell housing and the bolts / brackets / dipstick tube. You did not mention if the overdrive works. That too shares some common wires. Rare but could happen, the flow through the torque converter reverses when locked. If the cooling lines or check valve at the heat exchanger clog that can cause lots of problems. Internally the torque converter. Sticky leaky valves in the valve body, incorrect input shaft alignment with the oil ports caused by incorrect parts stack-up shims, bushings end play measurement.

The wires that have any significant current are the positive non switched wires and the lift pump. If the lift pump is upgraded with it's own power and relay like many aftermarket pumps then the wire size is not an issue

The old saying a picture is worth a thousand words. Now that you can see what the tone wheel is and that it bolts to the crank you should re-check it through the hole before wrestling that oil pan out. It is very rare for the tone wheel to come off. Has the motor ever been out of the truck and rebuilt or messed around with?

The overhead display (if equipped) is connected to the same bus. If the outside temp works and the overhead trip mileage increments while driving then the PCM is probably ok and its a wiring issue..