Great work!

I have used MAX9926 which is a dual version of MAX9924 just use half of it. The MAX9926 is QSOP - 16 package instead of the UMAX-10 footprint. So it may be easier to find a breakout adapter pcb. It is a PIA to solder.

Wow, that is one clean truck.

These trucks have a flaw in the grounding of the ECM and PCM. The PCM should have been grounded to the engine block not the passenger battery. The ECM ground wire, not just the mounting flange BTW, the ECM electronics are not grounded through the mounting flanges, should also be grounded to the engine block in the same place as the PCM preferably all under one bolt. All of the alternator current should go through large conductors (including ground conductors) directly to the batteries. The original design has large ground currents through the crossover harness that runs across the front of the engine. This results in a difference of potential between the ECM ground and its related sensors versus the ground of the PCM. Any signal wires shared between ECM and PCM will have a different point of reference. So the TPS signal output from the ECM will be input (read) by the PCM with the small voltage difference in grounds showing up as an error value. The PCM is basically a multi-channel Analog to digital converter that converts sensor values to numbers that are used to index look up tables. The TCC control output is "looked up" by indexing a two dimensional table with a row number being the TPS value IE load, and a column number being vehicle speed. The tuple where those two parameters intersect will contain either 1 = LOCK or 0 = UN-Lock. The TPS signal is corrupted by constantly changing ground current caused by the alternator ripple and the high pulsating current of the injection solenoid in the VP. Other noise sources such as strong RF signals also cause noisy sensor readings and in extreme cases data bus corruption, CAN, CCD, SCI, etc... The batteries act as large capacitors and help smooth out the signals so the connections need to be clean and secure. The noisy TPS value causes lookups to jump around between nearby tuples. At some speeds two nearby lookup results of lock and unlock get selected alternately. Software can average readings and low pass filter them - smoothing. Advanced filters such as IRR are sometimes applied but require considerable computing resources. The BD noise isolator is an analog version of a low pass filter using a simple RC network that smoothes the TPS signal at the PCM connector. I made my own similar filter for about $2 years ago and used it for a long time before doing the W-T mod. If the filter is not low pass enough the TCC can still cycle. Mine was a little on the excessive side and caused a slightly noticable lag of converter un-lock when letting of the throttle.

Ok I get it now. If it is grounded that needs fixed. If it's open that means the wiring is okay ie not rubbed through somewhere. So they just assume the ECM is bad by a process of elimination. Beware you could dump some cash and still not be fixed.

That #8 is not making sense I don't have my diagrams with me, but if that black wire is the shield for the twisted pair CAN bus the shield is only connected at one end of the bus not both ends. I can't remember which end.

Take the alternator in to be tested first. A bad one can damage a PCM again. Double check ALL fuses. A PCM can cause all those problems however so can other less costly parts. You may want to watch for a doner truck or parting out truck and store it behind the barn. Parts are getting hard to find.

I have one of those. You may want to mount it low they are quite bright at night. I used a needle valve.

So if I understand this correctly. At 30 PSI boost and 1000 RPM 65% of 1500 uS is 975 us which would be 5.85* of extended injection beyond what the VP PSG is doing. At 2250 it does 20.25* additional. It tapers off above 2250. Now it makes sense thank you.

So I know Quad and other tuners stretch the injection solenoid pulse width by some microseconds like 1500 or 1700. At what RPM? Or is that the max at any speed. This is how they get around the Vp can bus internal max fuel delivery limit. Why not in degrees instead of microseconds? Example 1500 microseconds at 1000 rpm is 1000/60 = 16.7 RPS 16.7 x 360 = 6000 degrees per second 6000/ 1000000 = .006 degrees per microsecond .006 x 1500 uS = 9 degrees @ 1000 rpm At 3000 RPM the same 1500 uS = 27 degrees. Is it explained somewhere ?

What a job, I hope you are paid by the hour. I just recently replaced a thermostat housing, Ughh plastic on a 1004 perkins. It cracked and puked out all the coolant and the engine block heater boiled dry and melted into a blob. Spent all day flushing it and the new coolant already failed lab test. Do you have any good tips to get a stuck frost plug heater out of a Cummins .

If I ever have to do mine I'm going to replace the braided oil line too because it's very rusty maybe the vacuum pump seal also but my power steering line is about rusted out too.

Try adjusting the band, did your kit or builder have any instructions? Let us know what you find out. Too tight causes a constant, subtle and almost undetectable drag that will cook your band and drum. If you want to know how it works Search the web for Simpson planetary gear transmission. That's the guy behind virtually all the vintage 3 speed automatic transmissions.

ECM tends to take it's time before setting a code to prevent false alarms. Some faults are hard faults and set codes instantly.

Easy things: Check battery terminals Swap fuel relay in pdc with another Re-seat and clean engine connectors by the brake booster. Swap IAT with a buddy Disconnect any tuners Using a non contact temperature gauge check for exhaust manifold temp deviations, see if it's just one cylinder missing.

Yes band adjustment can cause flare up or the opposite bind up. Not to mention band slipping and drum wear while towing heavily in second gear. I'm speculating the heavier spring compensates for the significant increase in line pressure that all built trannys have. Not sure though. The servo shift timing is more about relative pressure differential than absolute. I'm not familiar with all the kits out there. The band anchor thingy called a wedge is a weak link too but causes loss of second. First in drive has no hold back ability because a one way clutch in the back takes over but is useless in reverse so the rear band has to hold the rear drum. It doubles as the hold back element in low range.

The clutch apply pressure shows up on the servo un- apply side. Once that builds up enough to overcome the pressure on the apply side the servo starts to release the band and a valve is tripped that allows fast release of the servo. It's a well orchestrated dance. The springs and orifices in the separator plate time it all. The usual tinkering methods involve changing the band apply lever for more or less leverage. So to answer one of questions it's more than just spring pressure the forces the servo back.

The servo gets applied by the 1-2 shift valve and the 2-3 in the valve body, but its complicated the other holes go more valves and the direct clutch (that's the first clutch nearest the pump end). There is a balancing act that goes on The direct clutch engaged for 3rd and reverse. Pressure gets increased to the clutch at the same time pressure gets decreased at the servo via the extra holes. Both band and clutch drag for a moment so that there is no flare up in RPM during the 2-3 shift. The process is reversed for down shift.

Is all the stickers and bar code look new or was stuff reused on the warranted pump? Do the WT mod. A mal adjusted or worn APPS can cause it to go to limp mode. That could be your power reduction and idle issue. The TPS will benefit greatly from the WT mod. Hot wire mode is not definitive, it only gives you a warm fuzzy that the VP can inject with some generic fuel and timing values. Some have reported intermittent MAP sensor issues that were not severe enough to cause a code.

I was wrong the 5600 has two gears on the lower shaft that turn when towed so I don't think towing caused your problems. https://www.allstategear.com/NV5600-Diagram-s/3087.htm

two or three miles @ 25 MPH is pretty survivable.

Was it 4x4 with transfer case in neutral or 2x4. How far and how fast? The lower shaft in the transmission typically doesn't turn when towed so the oil isn't thrown around much, so the top shaft spins inside the gears and can dry up.

If it's charging good now the PCM is likely good. Dead pedal is communications issues between ECM on the motor and VP. Electrical noise from various sources corrupt the signals or faults in either module cause com loss. Tuners tap into the bus too so unplug any and check the three pin bus connector by the PS pump for damage or frayed wires. WT mod reduces noise.

Awesome there are some torrington bearings and a preload spring for the one way roller clutch inside the OD. They are easy to install facing the wrong way or backwards. I hope it works out.

I completely understand not having a garage good tools or money been there done that. I changed a tranny in the snow laying on a piece of plywood twice. My first and second auto tranny rebuilds did not work. A turbo 400 and 727. The 3rd a Pontiac front wheel drive tranny was a success. I learned alot since then. Good luck.

It's possible the transmission is not the problem. There is a support system above the steering column that also has the brake and clutch pedals mounted to it. The bracket also ties into the fire wall. The bracket can crack and break which makes things sloppy. So your clutch doesn't have full range. Get a light and inspect it. Move the pedals and look for any flexing up in there. Tighten up all the nuts and bolts too. Some guys do auto to manual swaps and change all that so they can sell the truck for more. Look for signs like tranny cooler parts or brackets and plugged off heater hose parts.