Me78569

Yep, and I vote against the law makers that support that.

that will have to change. I read of a couple states putting in a flat rate tax on ev per year. It's a start.

I pay taxes lol just trying to get some of that back. might be something I try to lease as well. If it doesn't work out I am not tied to it.

I think the time is coming to add an EV into the mix. https://www.ford.com/trucks/f150/f150-lightning/2022/ Key word, Add, not replace. if the tax credit comes in at $7500 for the base f150 electric it will be cheaper than the gas counterpart. it should come in right around 32k after the tax break for the base model. Boxes it checks for me 1. price point 2. 4wd and safe in all 4 seasons. 3. range good enough to make it to the "Big city" and back on a single charge 4. bed to pickup wood or bulky stuff 5. Cheaper to charge than pay for gas* 6. it can't be ugly as sin like the cyber truck 7. it has to be made by one of the big companies, I don't want a one off startup I want something made by someone who knows how to make a car. So what roll will this EV take over? DD duty for the wife to and from work and bi-weekly trips to get groceries. The wife currently drives the 3500 daily and we are putting in ~1000 miles a month on it. at 18 mpg that's 55 gallons of fuel at ~3.20 right now is $180 a month in fuel. we pay .126 per kwh and the ford ev has a ~150 kwh battery. at 230 miles per charge it will cost ~$20 to charge and roughly 4 charges a month = $80 or $100 savings per month. I know $100 a month is not enough to cover the payment on the truck, but there is a 2nd reason to move her to an EV, wear and tear on the cummins. I don't forsee selling the 3500 in the near future, but I don't enjoy racking up miles to and from work, The emissions on the truck want to be worked and the type of driving we are typically doing don't work the truck. Long term I am trying to plan a way to generate power from the river in front of our house. It would be really cool to charge the ev using the river. What the EV will not do is tow anything, that is not a good fit for the platform.

good work

the program runs using macros within excel. The only way to run it is with a local copy of excel that is licensed.

Other side done

Throw the title in the glovebox as an idle threat to the truck

You are correct. Low boost timing reduction pulls timing based on load and boost, up to the amount you specify. Scaling makes the curve ram up faster while limiting the total amount. Here is an example of 2.5* low boost at 100 scaling vs 5* at %50 scaling. They both reach a max of 2.5*, but the 5* at %50 pulls the max timing 2 times faster compared to TPS input. Honestly it woudl be hard to blow a head with timing alone. IF you had some 7 x .010's stomped on it at 1 rpm and a load then jacked timing to 20*+ at sub 1500 rpm I could see that being an issue.

set all timing values to 0 for stock. If you want to add timing to the top of the stock value then you adjust your timing sliders by the * amount you want on top of stock. The code limits that to 5* if I remember right.

read the section under "quadzilla secret"

the issue with DDP is more than just pop pressure, the injector spray angle is incorrect for a vp application. The spray angle is the majority of the cause of the smoke and heat. That is at least what was the case last time I look into them.

Ditch the DDP last time I tried to tune the smoke out of DDP's the tune I used for the 100 hp's was the same tune I used for my 250 hp DAP injectors. The starting point was ~70% at 0 psi and the truck still smoked worse than mine with 250;s and it was dog slow. all you can really try is to keep taking down your canbus curve a few % at a time until the smoke clears to your liking. EGT;s are cruise are nearly always realted to timing, but they require good clean injectors to keep egt's down. Throw a few more * of timing at it at cruise state.

Got the island built. 6'x6' butcher block. Stove will get replaced with a flush type.

the online directions cover it well if you have 1 working key.

It was a CCD Bus tool he created, which works in the same way as the dbrIII. I tested one, but he fell off the forum awhile ago. I dont think he is still around. \ https://github.com/csouers/chrysler-ccd

yep, It did well. It is alway shocking how much better the 4th gen tows compared to the 2nd gen.

there is no online directions to do this. You will need the dealer to program via the CCD bus the new keyfod. I called 10 or so lock smiths to try and find one that could do it and no one could. For RAM trucks that use the CCD bus there is NO WAY to program a new fob without a dbr3 tool without having an existing one working to start with.

if you are going twins then a set of infinite performance 6 x .013's should be on your list. For the hp level you are at they are a good choice. once you get to the level you are at I think the money spent on his stuff is worth while.

That fuel curve is something you would see with 7 x .010's If it was me I would be looking at some smaller injectors for your setup. you don't have enough air to support them. Some 7 x .011's or 6 x .012's I am not sure that you will be able to get the haze out of the truck when driving, some of that might be due to hole size. however this is the adjustments I would make to the fuel curve. It is similar to my 7 x .012 tune, if you want to go fast put your foot into it and fueling should ramp up nicely. Low psi timing reduct - 5 Timing reduct scaling - 50% 0 68 1 68 2 69 3 70 4 71 5 72 6 73 7 74 8 76 9 78 10 80 11 82 12 84 13 88 14 92 15 96 16 100 18 104 20 108 22 112 24 116 26 118 28 124 30 128

Those injectors are more than a typical vp will flow. I would guess your tune would have to start in the ~%65-70 range and work up. Post your current tune.

same as adrenaline without wiretap or ANY of the custom tuning.

air flow is a function of the entire system. the stock elbow is not a restrictive part of a stock 24v system. A near stock truck will never notice a difference between stock and the banks. There are other perks though, like additional ports, etc. Also remember that Banks is a company that makes money, While they have done a lot of cool stuff they also build stuff to make money. Example, there is no need for a 3.5" intake track on a daily driven vp44 truck, but they make it and market it. so yes while it does increase the amount of air flow through the part, it does not increase CFM in the system as a whole to the point of being a big difference. It's been awhile, but the common air head flows a lot better than the vp head. I want to say that the head was the limiting factor in the system, but you would have to read to know for sure. Point is, get eye candy if you want no one is stopping you, but Banks is in it to sell parts.