Mopar1973Man

Like I don't really need a Dodge Cummins either but kind of hard to tow my RV with a Toyota Prius. Can't put my Honda Ranch ATV in the back hatch of a Prius. Haven't figure out how to stuff 1.5 cords fo firewood in a Prius yet.

Canned tuners like the Edge Comp that do not allow custom tuning are built mostly for stock injectors. Using a canned tuner like an Edge Comp with larger injectors tend to have issues with smoke control and timing not meeting the amount of fuel being injected.

What?!?!

Something to remember if it boost related typically there is black smoke if there is boost leak or wastegate issue. Boost cooler issues typical have little to no smoke and low power.

Edge EZ should hit about 30 PSI without much issues. I'm wondering if your Edge EZ is boost fooling correctly? Is the MAP sensor cables hooked up for the Edge EZ? Boost toilet should make the ECM see about 18 to 19 PSI and the Edge should be able to fuel past 20 PSI all the way to 30 PSI. If the ECM is seeing true boost number your 22 PSI limit sounds about right. Hence why I wonder if the boost cooler is working correctly.

At least dumping the RV is much easier than lifting man hole cover and seeing that...

Crank position has no impact. Once again there is only one valve open per cylinder the only time no valves are open is TDC compression stroke which is only one cylinder so if you do TDC then its going to be #1. The other 5 cylinders will be somewhere through the cycle. If both valves ever opened at the same time you'll never build compression (no start or fire). Not to mention the boost would blow through like wind tunnel.

Not really a good idea to use the test ports on the 47RE. Either the hot line coming out of the transmission or weld a bung in pan. Ive seen where sensors tighten to much protruding into the accumulator piston and other parts. Just best to weld a bung in the pan or get a ported transmission line.

Good night everyone...

Brown trout fishing in Blue Butt Reservoir.

Biggest thing is not building the website. Actually is access to your server and what abilities you can do with your server. Like Go Daddy I know has Memcached plugin for PHP. You have access to you my.cnf file (MySQL config file). Some control of the Apache server (limited). Site builders I typically tell people to avoid them. They do not give go control of your website design. Like M73M here we are on iPage VPS. I'm using Memcached, Elasticsearch, and few other Linux programs to extend the server abilities. Most of this can't be done on shared hosting accounts. Go Daddy is the only one that comes close. Ill admit iPage shared hosting sucks. No server access at all and no SSH terminal. Network solutions sucks too again no access to the server or SSH terminal. Even 150 miles from home I've still got access directly to my server over my cellphone.

Seems like the early years have this issue of the P1291 code.

I remember an article about phase timing of the CP3 gear which can produce knocking.

Body grounds are NOT sensor ground. Sensor ground are a floating ground created by the ECM.

Wiring issue, boost fooler issues, possible MAP sensor. Basically having a low volt issue. There is a margin on sensor voltage so if it drips to low or rises to high will trip a code. Boost coolers typical cover just high voltage. Edge comp I know you can unplug the MAP sensor and still not throw a code.

Neither do I... Ignorance is bliss...

AirDog 150 going on 12 years. I can't speak for the newer versions.

My trick is that I change power steering fluid ever 30k miles. When I pulled my power steering gearbox it was very clean inside and virtually no wear. Only problem was the amount of rust in the input seal made it leak.

I previously used Fleetguard on the AirDog now I just ordered 4 Donaldson filters from DAP.

Oops my bad...

One of the few reasons I don't deal with T Bred. This isn't the first time I've heard this happening.

Could you post up the torque values for these bolts for people?

Now driving on this tune for the last few days I'm very pleased. Cruise engine load is reduced at least 10%, EGT can get really low at times dipping into the 400°F range. It very shock to see timing touching 24° while in 4th gear at 55 MPH winding through the canyon. Now the Quadzilla instant MPG floating 27 to as high as 40 with the roll of the highway. @Me78569 I know you mention about the pump might of been a freak of nature but I started thinking about the basic functions of the VP44 pump and realized that fuel volume is based on plunger and cam ring (lobe height). Timing is based the cam ring position and shaft key. What if there is range of timing that is considered OK? What if my current pump was more on the retarded side? Fuel wise I can pump more than my turbo can handle. So this comes back to timing. So spent few day measuring max advance of my VP44 duri,g normal road condition. Now adding 1, 2, or 3 degrees and what the results. Its true with advanced timing... EGTs will fall, boost will drop, engine load will drop, and coolant temperature will rise some.

There is a design reason why Dodge created two different springs also have to look at the front axle weight. Now there is much more to the geometry of the front axle. I'd say go back to factor springs and get some quality shocks and be done.

That's something I'm weird about. When it comes to flex plates, flywheel, pressure plates, and torque converters I grab the torque wrench torque everything to spec also go around a second time checking I didn't miss anything. Man I really do hate dropping a transmission a second time because I missed a bolt or didn't torque it enough.