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turn the 5/16 nut around on the new one.

Quite possible that 94 A1 does not have a GEP, did not come with one and was not put through RECAP

If you are talking about replacing one of the batteries you should always replace them in pairs, and yes on a 24V system you can burn off a terminal in just a couple seconds due to a loose or dirty terminal.

The next step is to witness the fuel flow out of the IP return fitting, that will confirm you have a good flow to the IP, and if the return line is plugged it will continue to run as long as it is connected to a container.

I went back and re-read everything and see you did replace the IP, if there is no witness mark on the block side where the IP is bolted up you will have to get a pro to time it, but still not likely your issue at this time, just get it done before driving it.

If any of the 8 injector lines leak they were ether cross threaded, not tight enough or there is a crack in the line, no type of sealing tape/compound should ever be used there, the only other line is the fuel feed, it is a flair fitting and rubber hose so again nothing need or should be used to...

You re-installed the injection pump without witness marks? the factory usually does not put a witness mark on the engine side of the IP flange, there is a witness mark on the IP, if you pull the IP you must copy the witness mark over to the engine side of the IP flange BEFORE removing the IP or...

It is a little frustrating to try and help someone that does not answer any question asked, it seems all you have done is search the internet for possible causes including civy engines that have completely different electronically controlled IPs If it starts and runs it is not a timing issue...

HMMWV has a pure mechanical IP, no control module or any electronics, sorry. AGAIN if it surges before it dies it is starving for fuel, simple as that, have you done any flow testing from the lift pump or the return line??????

Well maybe he over filled it, still good piece of mind to change the fluid/filter.

The body of the lift pump has a connection to the vent system, if the diaphragm fails it can pump diesel into the vent system contaminating everything connected to the system. IF you bought this truck from anyplace other than a reputable shop that has already done all the required maintenance...

DUH...

I have already answered that question, so go ahead and run it on 24V

You need to check ALL the fluid levels, the fuel pump can go bad and pump diesel into the gear hubs, diffs, trans and transfer case so yes it could be that over full.

Just make sure to check with them first, they have a glitch in their system that will show stock but that stock may be on "hold" for a government order.

Welcome to the forum! Please take a few minutes to read the forum rules. You can buy one directly from AMG or get one from the AMG retailers like Kascar or HPG https://genuinehumveeparts.com/product/12340061surge-tank-assembly If you want to get the one from AMG (link above) contact them to see...

You can run without the cooler connected, the same basic transfer case in civy use does not have a cooler, unless you are pulling hard for hours on end in low range.

Sounds like it is trying, go through the troubleshooting steps and if you do not find anything there I would try replacing the reg.

To answer my own question the troubleshooting guide is for both the 100 and 200Ao_O

So I guess there is no reason to keep it as a backup for the 200A. It came off the DuraVee, a 1993 M998 with low miles, I thought it was a 200A by the pictures, as it turned out someone just dumped it in position when they pulled whatever alt was in there. I did pull the regulator and tested it...