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#1 All these are pretty good signs of ECM problems. Parts of it are failing. #2 Could be your VP is failing also. Not sure on that. Do you have a fuel pressure gauge to monitor the lift pump pressure? Low fuel pressure is a VP killer. You have enough mods to need a good working system. Are your fuel filters clogged maybe? #3 Have you ever reset the APPS sensor? Anytime you disconnect the batteries the APPS sensor needs to be reset. After reconnecting the batteries you turn the switch to the on position, engine not running, and depress the throttle slowly to the floor and release slowly, then turn the key off. All without starting the engine. This allows the ECM to learn 0 to wot. It would be a good idea to put a OBDII scanner on the truck and see what it says.

Not sure if Only 1 bluetooth or WiFi connection can be active at a time. That means, as long as you are connected to your device, you buddy can't mess with you. If you aren't connected however ... The tapped fuse is for ignition sensing and turbo timing only. The +12v lead losing power is the only reason the Adrenaline would revert to PL0. And also the Adrenaline will default back to the default tune by default if the power is lost. Somehow, the Adrenaline is either loosing power or getting a condition that is causing a reset to the processor. The only other reason would be something with warm-up mode, but if it happens after 30seconds, then your truck is probably still warmed up. Its got to be a power issue on the 12v line. I'm looking at it now. We would like to be able to implement a bunch of those features, its just all about the $$$ at this point. We will probably have something coming down the line in the future with a lot more features, however, it will be some time.

1. I can probably get that one done, it might take a little while but this one is feasible. 2. I love this idea, and I've already got this one in the works. 3. I like this idea, but it is a hard thing to do and will cost $$$. I'm working on it, because it should be something that we can do, but it may be some time out. I will need to revisit this once all the updates for the V2 stuff are in there and working. 4. I've had this complaint for a while. Here's the deal with the gauges. All of these numbers are generated automatically but the "tick" marks are static, not dynamic. So the number that corresponds with a percentage of total top end will get displayed. You can do the math and figure out what this is. Having your EGTs above 1600 is a lot more common than you think. We don't like it, but I've heard of people pushing 1800+. With that said, it would make much more sense for the top to be 1800 and then you get increments of 300/tick. I will update the .json files with that when I get a chance. 5. I like this idea too. I've already spoken to the developer about this. This is the first thing coming after the V2 Equalizer. 6. I really like this idea. What we need (and all y'all can help with this) is a concise 2 to 3 sentence paragraph about what each parameter does. This pretty much needs to happen and they custom parameters need names that better reflect what is actually going on. Maybe I should put up a contest about this with some SWAG prizes. (SWAG meaning Stuff We All Get like stickers and window decals or maybe a t-shirt. Maybe if its really good we can give out one of our new hoodies). I will find out if I can do that. Interesting that you ask about this. I just finished a complete write up of this on our FAQ page: http://quadzillapower.com/after-market-adrenaline/ This will go through each item that you need to convert an adrenaline from 1 year to another with pictures. Also on that same page linked above.

Just pulled a horse trailer at 65, netted 17.7 mpg. Pretty happy.

I have a couple of issues with my 1999 24v that's been bugging me. 1. Lately it's been getting cold here in New Mexico and I noticed that my grid heater doesn't cycle until the engine has been started. The wait to start light never comes on anymore, not even for a split second, and my lift pump no longer does the 1-2 second prime before engine start. Is it a bad ECM? 2. My truck is a 5 speed nv4500, when I first picked it up I used to be able to take off from a dead stop in second gear just fine, plenty of torque to get it to move even starting on an incline. Now I have to start off in first gear slowly, it feels like it's hesitating/bogging down. I can't even think about second gear starts anymore. I'm not sure what it could be. 3. I just replaced my APPS sensor thinking the old one was the problem but I guess not, followed all directions as stated on the piece of paper I got from DAP. When I monitor the throttle % on my Edge monitor it'll only go up to 89% at WOT, I'm stumped on what it could be. I've cleaned all the contacts in the engine bay, replaced the alternator trying to make sure it's not any noise causing it to read but it's still only goes up to 89%. My mods are: 1999 ram 2500 24v 5 speed w/351k miles, Edge Juice with Attitude, DAP 7x.009 SAC injectors, AFE Intake manifold, BD pulse manifold, Head studs, FASS 150, BHAF. The truck doesn't throw any CEL's or codes scanning with the Edge. Any advice is appreciated

Nice pic with the waterfall and everyone go down. You think safety wearing the helmets on the slippery rocks . In the old days we were nuts sliding down a dam spillway. Seemed like it was at least a quarter mile long. We would get zingen' down that mossy concrete slope so fast... would scare the P out of you. You'd hit the stream down at the bottom and go skimming on top of the water like you just jumped out of a 100 mile an hour speed boat.

Thanks to you all for the information. I only use the fan after the engine is running going down the highway, so my questions are only educational, and interest. After a good cup of coffee in the morning I'm pretty sure my starter motor always spins the right way anyhow

@xxTJRocksxx Scaling tutorial so imagine that timing increases on a linear basis in relation to boost( it doesn't but for explaining it is easier to think of it that way) We will do 2 made up tunes to compare, only looking at timing Tune 1: Timing Max: 8* Timing Scaling: 100% scaling Tune 2: Timing Max: 15* Timing Scaling: %53 For Tune 1 you will get a max of 8* ( 8 X %100) = 8 or (8 x 1) = 8* For Tune 2 you will get a max of 8* ( 15 x %53) = 8 or (15 x .53) = 8* so you can see that max timing is the same between those 2 tunes. Now how the scaling works is it sets a upper limit for timing that = whatever you have set from above, but before that limit is reached the timing will ramp up as if it was going to 15*. So lets look at what happens if the map says we need %20 of max timing. Tune 1 at %20: 8* x %20 = 1.6* Tune 2 at %20: 15* x %20 = 3* So at the same point in the map you are getting nearly 2x the timing with tune 2 So lets look at what happens when the map says %50 is needed Tune 1 at %50: 8* x %50 = 4* Tune 2 at %50: 15* x %50 = 7.5* Again you can see tune 2 has nearly 2 times the timing addtion So lastly lets look at what happens when the map calls for %75 Tune 1 at %75: 8* x %75 = 6* Tune 2 at %75: 15* x %75 = 11.25....... BUT 11.25 is greater than the max scaling % allows for from above in RED so the Quad will only allow *8 from above So lets look at a pretty graph to show the same thing Different numbers but you see how the red line increases faster until it hits max timing, which is always (Timing max x scaling %) Does that clear it up?

I like Shigley, I do have a few others around if you need some more reference. He did a lot of the best modern research on bolted connections. You are looking for "Slip critical" calculations. It will get you in the ball park. HTH Hag

The Clintons already have some strange mysterious non-stick goo which somehow not only prevents them from being held accountable for anything.....but also clouds the mental capacity and memory of those who support them. Maybe we need to find out what that stuff is and use it on our vehicles. We could call it something catchy like "Eludes ALL".....

@Me78569 Try this tool I created to populate the graphs automatically. the instructions are in the .zip file. let me know what you think, I am getting good results with it and its quick. Quadzilla Data logging.zip

Thank you Fuze. You and MoparMan are only 21/2 hrs apart. I like your rolling hills with scattered forests, looks cool! Truck there is even cooler.

Says the guy with a New Dana 80 hahaha

Go my Twins Installed!!!!!, Worst part of the project was getting the T3 housing loose, had to fabricate a bracket for the wastegate to relocate but the kit is legit and very high quality. I put a quick rattle can paint job on my HX35 housing to match lol.

That's a very sad excuse for a weld! I don't think there's enough friction between the flex plate and the crankshaft to make the force rely solely on friction. If you have 1200 ft-lbs of torque I really don't see friction being able to hold that. Maybe I'll dust off some old books and run some calculations for the fun of it

If i did mine over again I would move it closer to the filter just to help keep the line more out of the way. I never broken mine working around it but it does tend to get in the way sometimes.

I use Flosser 9104 blubs. they are a direct fit replacement for the stock 9004 55 watt blub and for the low beam in the sport headlight. These are 80 watt low beam and 100 watt high beam. This is a cheap way to improve the lighting out put. I've been using the same blubs for 11 years.

Here's the update showing how the transition is between canbus fuleing and wiretap Another run high throttle snap, tc locked low revs Fuel stretch on both of these runs was set at 1700

New flash with HUGELY improved wiretap fueling smoothness. I am unable to feel when wiretap comes on now, also transition smoke is gone. No more uncontrollable puff of smoke when the psi is reached. https://www.dropbox.com/s/up9aaaxccu9twph/ADR1000V2.exe?dl=0 Thing to note is the changes to the tuning variables for Low pump limit psi and low pump % Low limit controls the same function but is changed in how it works. It is still where wiretap fueling starts. change is how the fueling is calculated to improve smoothness Low Pump % is now to set the low limit for the lowest % of wiretap you want once the above is reached. Most if not all DD tunes should have this set to below %5. Above that should be race only. documents have been updated to reflect the change.

Yellow turbo is the turbo timer. If it is yellow you know the feature is enabled.

Mileage report - 19.56mpg with 200 miles on the tank. Probably 25% city driving and the rest on the highway. Highway driving was mostly above 75mph with 50 miles or so at 85. I'm going to try and get up to 20 by slowing down a bit haha.

Here you go gang. I found an easy way to build fuel maps for the Quadzilla. http://www.rapidtables.com/calc/math/exponential-growth-calculator.htm So I started out by setting my "Enter initial value (x0)" to 100 which is where I want my starting point of my fuel map. I set my "Enter growth/decay rate (r)" to 1.3% then enter 30 to "Enter time (t)" to see when the max value hit. Then start at 0 and work your way up plugging the numbers into Quadzilla. Makes a nice clean curve for the fuel map. If you want it steeper you can increase growth rate 0.1 or 0.2 higher. Works good. Now I'm just a gray haze in lvl 3 or lvl 6. So I've got it nailed down just about right for my truck. This calculator makes a nice exponential curve for the fuel map. Here is what I've got now. 101 102 103 105 106 108 109 110 112 113 115 116 118 119 121 122 126 129 132 136 139 143 147

Wait.... you mean I have to use this $80,000 degree? So, to put this in the simplest terms that I can, it all has to do with peak timing and how fast it reaches that peak timing. The picture I attached demonstrates timing with reference to boost. These numbers are fictional as I'm sure quad has their own equation.... it could be based on rpm and boost, but it doesn't matter for this example. Now to explain:The slope of the graph is basically how fast timing ramps up with reference to the boost. As you can see, 12* has the 2nd steepest slope, so anytime you put 12* in your timing is going to ramp up very quickly. You then use the timing % to determine your peak timing. In the example I used 50%. So 50% of 12* is 6*. As shown in the graph, the timing will still ramp up at the same rate as 12* it just cuts off and flatlines when it hits 6*. This can be done for 15*. 15*x0.6666 = 10* You can see that in the example too.