I'm not sure why you are having problems with the computer. Find one of the many Cummins swap services on the web, and send them your computer; they will either send yours back, or if on a time limit, send you a reflashed PCM, all ready to work as a stand-alone controller. These engines get swapped into Fords, GMs, and many other vehicles without using anything Dodge other than the engine itself and the PCM.
I would also make the small investment in a true stand-alone harness. You can easily sell enough parts off the donor truck to pay for it. I had to rewire my 2000 Durango harness when I installed the 4bt, and it was no picnic. I spent several evenings with a harness strewn out in my living room with the factory wiring schematics before I got it stripped down cleanly and properly. I'm a real cheap SOB, a trained and schooled technician (at a Dodge school at that), and if there was ANY harness available to fit my application I would have grabbed it.
Since you have nothing electronic you have to graft in, you have it easier than i did. I had to make electronic gauges, sensors, and many other items work with a non-electronic engine. You have nothing to graft together, you just need to eliminate everything not related to the engine. That is where the stand-alone swap harness comes in. You end up with a harness you plug the PCM into, hook up a couple keyed power wires, a constant hot, and a ground and be done with it. Then install separate sending units for the gauges.
I just skimmed through the thread, so I may have missed it, but I didn't see a mention of the electric lift pump for that engine. By far the best thing you can do for that engine, for both power, and more importantly life of the injection pump, is to install a FASS or Air Dog Raptor pump and filter assembly. This should be done before any real performance increases of the engine anyway, but even a stock engine would benefit from better filtration and a more reliable lift pump.
As for the compressor situation, do NOT use that Sanden for a constant air supply. They can be band-aided to work for short term uses, such as airing up tires after a trail run, but will not last long in a constant use environment like air for the brakes. Get a York compressor, they have their own oil supply (crankcase oil) and will happily run as much as you need it. Even better though would be to just adapt on the Deuce's compressor or another truck compressor. But I see no reason the York wouldn't work for your needs. They are commonly available, and there is a bracket kit for your engine:
http://www.kilbyenterprises.com/bracket-kits.htm
Jim
I would also make the small investment in a true stand-alone harness. You can easily sell enough parts off the donor truck to pay for it. I had to rewire my 2000 Durango harness when I installed the 4bt, and it was no picnic. I spent several evenings with a harness strewn out in my living room with the factory wiring schematics before I got it stripped down cleanly and properly. I'm a real cheap SOB, a trained and schooled technician (at a Dodge school at that), and if there was ANY harness available to fit my application I would have grabbed it.
Since you have nothing electronic you have to graft in, you have it easier than i did. I had to make electronic gauges, sensors, and many other items work with a non-electronic engine. You have nothing to graft together, you just need to eliminate everything not related to the engine. That is where the stand-alone swap harness comes in. You end up with a harness you plug the PCM into, hook up a couple keyed power wires, a constant hot, and a ground and be done with it. Then install separate sending units for the gauges.
I just skimmed through the thread, so I may have missed it, but I didn't see a mention of the electric lift pump for that engine. By far the best thing you can do for that engine, for both power, and more importantly life of the injection pump, is to install a FASS or Air Dog Raptor pump and filter assembly. This should be done before any real performance increases of the engine anyway, but even a stock engine would benefit from better filtration and a more reliable lift pump.
As for the compressor situation, do NOT use that Sanden for a constant air supply. They can be band-aided to work for short term uses, such as airing up tires after a trail run, but will not last long in a constant use environment like air for the brakes. Get a York compressor, they have their own oil supply (crankcase oil) and will happily run as much as you need it. Even better though would be to just adapt on the Deuce's compressor or another truck compressor. But I see no reason the York wouldn't work for your needs. They are commonly available, and there is a bracket kit for your engine:
http://www.kilbyenterprises.com/bracket-kits.htm
Jim
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