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Alright,I thought you had already added or repaired the LP ground.

Seems very strange that all the wiring checked out as it should with your tests. Here is a wiring diagram that I have not seen before,not even sure it is relevant because it shows a fuel tank switching valve that our trucks don't have. It does show a circuit for LP signal though...

Did you get it fixed yet?

Not all relays have this pin-out however,some do not include pin 87a when used in other applications. In that case pins 87 and 30 can be interchanged as far as load and power or load and ground are concerned-they could be using the relay to control the ground just as easily as power if required...

85,86 are coil wires only. 87,is heavy gauge power and 30 is the load. 87a is an alternate power source-like the priming wire in this case.

Really depends on which terminal of the socket has power? The OP did not indicate if the terminal with power was active during the key on priming cycle or if it was powered independently of key power? He needs to map out which terminal is which in the socket-often the relay will be marked like...

Keep in mind that the relay be installed when using the red wire for power/priming/testing.

Ok I gave a better replay at the other site,I will re-post here,please excuse the off site link for information purposes: Looks to me like you need power to pin 30 to energize the LP,try a jumper and check the condition of the LP power wire. Then you will need to ensure power is supplied...

A bit more info would be helpful. What terminal(s) of the relay are you finding power? Is the relay installed when you are testing? Have you tried another relay-they can fail over time.

No hot start and stalling are common problems with failed used rested good PMD's. The only test for a PMD used or new is use it and it must work properly at all times. It is not uncommon to get a bad used PMD-send it back for warranty and expect to send that one back as well,my experience...

Commercial insurance too?

I once looked up the waterpump from the maxtorque article and the results I got led back to the 2000 civilian H1 waterpump? Also IIRC the restrictor for the dual t-stat crossover is a from a 6.2,the nipple for the bypass hose has it built in.

Another factor of a clean cooling stack is that the fan clutch can only engage when it has hot airflow on it-not enough airflow through the stack and no fan clutch engagement.

Why not?

The best way to test the injectors is to pull them. But you could try cracking each injector line loose 1 at a time and note how the engine responds-no reaction would indicate a bad injector or low compression.

Too much fuel from a bad PMD or IP or peeing injectors or clogged air filter.

Had a runaway PMD cause grey smoke. You need to diagnose the boost problem,a boost gauge would help a lot with that but check the vac lines,MAP sensor and boost solenoid for starters along with the vac pump.

Late timing causes slower starts as well.

I would need some visual aids to get the level and tape method figured out,always used a rim clamp gauge or mag mount/spindle mount gauge.

Yes but the motor carrier authority for each required OP1 is $300 a piece.