Mopar1973Man

Correction. It retards timing. The ECM programming is excessively advanced timing in with cold coolant and IAT temps. Like @Me78569 and myself found that it can retard roughly 3-4* on the cold start. As it warms up it reverts to the normal timing seemlessly. Even if you leave MPG fooler on it will still work just fine when fully warmed up. This is why the rattle seems to be reduced when the fooler is turned on. Just remember colder the IAT the more timing. The warm the IAT the less timing. Reason why is ECM assumes that the air, fuel and everything is cold so it adds timing to give better chances to ignite. The only factor the ECM can't see is the fuel chemistry so if the cetane is already high then the advanced timing doesn't help MPG's at all. It actually hurts the MPG number.

Sound like a shaft bearing going bad. Have you bothered to check the fluid in the transmission since it started happening? Check for glitter in the oil.

Most likely the pedal bushing are wore out. There is a member here that posted up how he changed his.

I used to be a big Artic Cat fan. When all my sled friends left the area I gave away my sled to a friend and never looked back. It needed work being the oil pump cable broke I rode quite a distance without knowing that it happened.

Just at the bottom of your screen drag upwards and the many different data icon are present. Just drag them to a placement that you want. As for reading errors I've not seen it either. Turbo timer I've got set for 300*F but if I want to leave it idling I just set the 6 cylinder high idle and it floats just above the 300*F and won't shut down. That way you don't have to keep changing the tune. Daily driver I use my levle 6 or MAX tune. As for level 3 it doesn't use the power reduction setting. That is Level 1. I've got mine set to 5% so if I'm in Boise I set my tune to level 1 and the truck only drives 5 MPH. It make it a complete turd and I don't think anyone will steal it then. As for my MPG tune again I use Level 6 and got my timing adjusted not just 19-20* but for what the truck requires. The 19-20* is a good starting place but there is way to many variables that are involved to just say 19-20* is optimal. Larger injectors might need this kind of timing but like myself with smaller injectors I'm use a base timing of only 6*.

Gotta have that feature...

Take a look at my post above and my settings that's what I was running for 20+ MPG at 80 MPH.

Very frustrated. You got to understand we are not TV watchers. So the TV in her room is never on. The only outside information she gets is from my laptop I left her down there. She is tired of the Monday, Wednesday, Friday dialysis. 2 hours of set up and then 4 hours of laying there waiting to complete. She has some nights where she doesn't sleep very well and other nights she sleeps good. Again just another factor of being stuck in a confined room and not able to wear yourself down with normal work that you are used to. The ultimate goal is to get her home for a break from the hospital for even a short time. I'm hoping to get to talk to the doctor maybe by Wednesday and find out more information.

This is one of the reason I would of asked for an outside test to be done. Now you can compare the two test and get facts of what going on. Now your stuck with just what you get from DAP.

I agree... Idaho has had mild winters for years it would be awesome to see a nice deep snow year and less of the bitter cold like in the past years where it doesn't snow much.

Anyone want to know what going on just reply to this thread I'll make sure to post what I know. As for today, she had her dialysis again today which kind of drains on here for the day. She is still doing good. She is getting tired of being cooped up in that hospital room. Remember this all started back on October 2nd.

I'm running only 6* of timing. Then my low boost scale is set for 25%. I've taken a stock tune and tweaked it to my own liking. Power Levels: 7 Fuel Load timing: 2 Low PSI Timing Reduct: 3 Timing Reduct Scaling: 100 Light Throttle Timing Adv:2 Light Throttle Timing Load Limit: 30 Timing vs rpm 1500: 16 2000: 18 2500: 23 3000: 25 Timing Max: 26 Fuel Stretch: 1400 ** turn this up if you need more power up top TPS Pump max: 100 TPS Pump Min 20 Minimum Pump Tap Fueling Percentage:0 Pump Low Boost Scale PSI: 5 Boost Scaling: 38 RPM Limit: 3200 Power Reduction: 5 (Barely pulls at 5 MPH great security feature) 0 PSI %: 100 1 PSI %: 102 2 PSI %: 104 3 PSI %: 106 4 PSI %: 108 5 PSI %: 110 6 PSI %: 112 7 PSI %: 114 8 PSI %: 116 9 PSI %: 118 10 PSI %: 120 11 PSI %: 122 12 PSI %: 124 13 PSI %: 126 14 PSI %: 128 15 PSI %: 130 16 PSI %: 132 18 PSI %: 134 20 PSI %: 136 22 PSI %: 138 24 PSI %: 140 26 PSI %: 142 28 PSI %: 144 30 PSI %: 146

Yes. 2001-2002 Beta Tune.

Try finding the module first before doing the flash. This will ensure the software can see the module.

No need to for rooted device it will work non-rooted as well. I'm using AirDroid to transfer and install my APK files.

Monday morning...

Very good song... Points out the the truth...

At least for me doesn't matter being there is over 5 years and nearly 150k miles on the NAPA bearings.

Do I need to run this as well?

Just got back from spending the weekend with @MoparMom. She is doing good. She in the process of healing her peritoneal dialysis catheter. It'll be about 2 weeks of healing and then she'll be starting training for the PD. After that she'll come home. They also are making plans for getting the kidney stones out too. https://en.wikipedia.org/wiki/Peritoneal_dialysis

Just like my last trip of 422 miles hauling a Cummins engine down to Caldwell, ID and come home the next day. Nove 5 & 6. This includes running the interstate at 80 MPH. There isn't a P7100 setup out there that can touch this kind of fuel mileage on 24V engine. Fuel to boost management is crude at best and static timing. You might want to hop over to the Quadzilla thread and check out the improvements we are making.

Just a small correction. The tach signal is sent over the CCD Network to the PCM which controls the alternator. So if the PCM doesn't see the tach signal from the ECM then it will not apply grounding to the field on the alternator.

Would of been nice to have that warmth down here. I was not anywhere near that warm in Boise when I left today.

I think if I got back into my hypermiling phase again I could easily pass the old 27.2 MPG high mark. Being a daily driver the IAT temperatures are starting to fall being the boost pressure and power created is much cooler. So adding some heat to the intake improved my MPG number on this trip even though I was about 1,100 pounds heavier with the engine for the trip down (Nov. 5) Then spent a day driving in city traffic and then leaving Boise, ID without the load of the engine in the back and continued to gain MPG's on the way home (Nov. 6).