Mopar1973Man

Ummm... PCM doesn't control the VP44. I'm going to assume from this point ECM. So that leads me to believing there is a internal issue with the ECM. You could try and have it flashed again see if its software issue but it sound like a MOSFET or cracked solder joint is failing in the ECM.

Interesting article based from a racing point of view.

You must type the at symbol the part of dynamics name. @Dynamic That's all there is...

Got the exhaust brake on don't you?

Pretty dog... I always loved the Huskies...

If the bucket test changes this then you might have a suction line issue.

Any error codes? You might want to tag @Dynamic our on site transmission guru.

Try pop testing the injectors? Possibly debris in a crossover tube?

I normally find a die that fits a bolt. Then I know the tap is that size. I'm going to say its going to be metric but double check me.

Run the truck. Quick after shutting down pressurize the fuel tank. If there is any leaks a second person should find a wet spot then with the air pressure.

No thanks... @Yankneck696 and @Me78569 both talk a huge game of how Quadzilla Adrenaline is so superior over Edge Comp or Edge Juice.

Each tuner has its up and downs. Smarty is best for low end launching, Edge is typically all round favorite. Quad is typically for those looking for big HP/TQ numbers tuner wise. I've got to agree with John...

Deeper pan is just going to buy a little more time before it all heats up. Once all the ATF is heat up it will take longer to cool down more fluid and more heat. Is there a gain? In my mind not really. I think you gain more on a better quality cooler than stock.

Pan isn't going to change the method of checking the fluid. Just it will hold more fluid in the pan. So you have to add more to get to the full mark.

I'm not quite the heavy but really close at 1,400 pounds on the rear axle. No air bag or changes in rear suspnsion and no problems towing either. Then using my modified air pressure 53 PSI in the front and 57 PSI in the rear.

Typically this is from the extra leverage forces of oversized tire. The brake can't over come the extra leverage forces so people start down the slippery slope of modification on brakes trying to improve stopping power for a wheel/tire combo that is too big now. Again I just shake my head to this stuff. Back to the oversized tires and leveraging forces on the brake rotors and pads. Then poor driving habits and tailgating where most people make the mistake so driving fast and stabbing the brakes hard in a panic constantly. So they assume ceramics and slotted rotors are going to help because race car use them. Sorry to say light weight race car vs. 8,000 to 9,000 pound truck is a world of difference. Then adding leverage forces of the over size tires and poor driving habits makes for a brake nightmare...

All I can say is when a name like Bosch makes a test at least is not Doom and Gloom. It real. Even Bosch states that US 520 HFRR fuel is too low in lubricity. Need to be minimum of 450 HFRR or lower. I could understand the statement if it was just a independent shop or delaer stating this but when Bosch does this kind of test and publish the findings... I have to say it best to error on the side of safety.

This man knows his stuff when it comes to transmission work. I highly suggest you go over there and talk to Dynamic (Jon) anbout your servicing you transmission. Jon will guide you through and explain rather well on what you need to do.

This is most likely because of suction leaks. If the air bubbles are too plentiful the air bubbles can pass through the filter still and be fed to the engine. Air in the fuel will retard injection timing. Airdog's are known for this problem and testing solution is to use thick axle grease on all the suction fittings when hooking up the quick connects. If the MPG comes back you know you need to convert back to Parker Push-Loc fittings.

Automatic transmissions should be warmed up and checked on level ground while idling in neutral. Stock 47RE transmissions will only pump while in neutral. While like my modified 46RE will pump in park or neutral now. Like during my time reloading I was not wanting to overfill being the transmission is cold but also pouring fluid down the tube make the dip stick show weird readings too so you must have patience while filling a transmission and check after a period of time. Engine and transmission heat help in getting the dipstick tube cleared faster.

Edge Juice isn't bad but most people lose power getting wrapped up in the alarms and limits. If you turn all the alarms and limits off you find that Edge Juice can stand its own ground fairly well. Quad does have a few other means of adjustments vs. Edge Juice and a bit more power. still in all when you break it down there is the standard 0-60 HP on the CANBus and then the remainder on the wire tap. Based on what the module sees for boost pressure during it run it will modify the wire tap signal.

http://www.pqiamerica.com/apiserviceclass.htm http://www.api.org/~/media/Files/Oil-and-Natural-Gas/Engine%20Oil/MOTOR_OIL_GUIDE_2010_120210.pdf?la=en

Actually, a fully stock truck can reach over 1,400*F. That was my first shocker towing here in Idaho with my brand new DiPricol gauges back in 2004. No other mods.

If it was me, I would turn both back to true. Then put the new pads in the calipers.