Me78569

resitence should only read closed or 0.00 when commanding lockup. You might have a short in your wire to ground someplace causing lockup all the time when the vb allows.. truck idling in p should read open circuit The trans can't downshift when locked as well so that might cause other issues.

meh if it doesn't repeat dont worry.

so one lead of the multimeter was to ground and one was to blank and orange? And you got a voltage reading while checking resistance? That doesn't sound right.

modules dont care 12v is 12v and grnd is grnd

@rogerash0 The tunes are in this thread or in the tune repository https://mopar1973man.com/forum/185-standard-quadzilla-adrenaline-tunes/ I believe my tune is in there. However my tune is will not be well suited to a lot of guys given that I am up at very high altitude compared to most. the control of fueling with big boy injectors is key. The lack in tuning up until this point with V2 is the only reason why you can't make large injectors be DD friendly. Even guys with a stock hx35 I would say should run at least 7 x .010's if they have a good way to control them. We are still asking for max duration up top, plus wiretap, but limited the total amount of fuel down low. There is no need for mass amounts of fuel offidle. My current tune with the 7 x .012's AKA 200 +- 50 hp has a starting point of %65 of stock duration. This makes the fueling map and throttle resolution very nice. I have a lot more room in the map to play with that guys running an edge or similar.

The lockup wire is a ground switch. So if you ground the orange and black you will get lockup. You can just omh for resistence to ground, you should see 0ish when locked.

post up in the Quadzilla area and I am more than happy to answer any questions, I dont wanna junk up @jlbayes thread

anywhere between %100 possible and %0 possible lol. Some trucks seem to be prone to airlock. My truck has never once done that. Are you able to repeat the issue?

If you stick with the edge and smoke is a concern I would not go over 7 x .010's or if you do you will be driving with your right foot to control smoke. If you jump ship to the Quad then I would suggest you run no less than 7 x .012's or 6 x .013's Gotta remember i am running a tiny he351ve 65-69 lb/min flow with 7 x .012's and it is nearly a perfect fit in terms of fueling. 7 x .010's would be significantly lacking. Here's a video of me towing my ~25' gooseneck at ~5500lb going heavy throttle from a stop Bigger injectors with less aggressive tuning put a ton more meat under the curve compared to smaller injectors with more aggressive tuning.

Just wait until you have a code reader to read the code. then troubleshoot hte code. Most of the time you can use a multimeter to check the thing the dbr tool can. IE sensor voltage.

The delay WTS light is the single most damming piece of evidence on a vp44 truck. If you have a delayed WTS then you have a ECM that is not booting. cummins is j1939 obd is sci and jtec apepras to be for gassers http://buy1.snapon.com/products/diagnostics/downloads/manuals/DomesticVCS(EAZ0025B01CRevB)/07 ChryslerTesting.pdf

it does. I don't think @kzimmer was speaking to what you have, just the fluid dynamics. The issue is not the system, it is the pump. plain simple that's it.

@Daniel2ndgen2002 This is the thread I was talking about. Follow carb's directions for Iphone.

Mine never blew at 25 idle over ~3 years of using the 6 raptor pumps I had. however I can't recommend you do the same if that makes sense.

mechanical pump honestly. or aero I think, but I have not done much looking as of late. My pureflow fp-125 is treating me well, but No one else has one in the dodge light duty world so I can't speak to how well it works overall.

I was seeing 16+ psi pressure swings between idle and WOT. I did everything suggested, replaced lines etc and never fixed it until I got the new pump. Airdog and fass used to be the same pump, then airdog changed their manufactures and design after pureflow sold the rights to produce the pump. When they did that the airdog pumps went to crap.

yea, been there. sorry.

Call up airdog and see what they say about your huge pressure swings. All I can say is it got me nowhere working with them.

no the owner of pureflow ( the patent holder that airdog uses) gave me one of their commercial grade pumps because I went through so many of the airdog pumps. honestly I wouldn't worry about it too much, if it dies just get a replacement under warranty.

The pressure drop is an airdog trait. I went through a lot of these issues

oooh you have the edge juice with attitude competition not the Edge Comp. that makes WAY more sense. Yes there is a "juice timing" setting. I can't speak to what it does on each level as the directions are vague. I would make the same assumption that higher levels = more timing. I also can't speak to the timing curve on the Competition vs the Comp. I would assume they use similar maps, and I would also assume that higher juice timing = the comp's timing and the juice timing allows you to pull timing down some as the comps timing is pretty aggressive. However that is a HUGE assumption and I can't speak to it beyond a guess.

I was just wondering what you meant by How are you qualifing that you are using higher timing?

this isn't an issue using the Edge. The Edge takes in ECM timing as the "base" then adds timing on top based on some sort of map. What I found on the edge is that when you get hard on the throttle total output timing will drop as the ecm pulls timing. You will see ~13-14* of timing in the region you are talking about touch less if boost is low and load is high. the lul he is feeling is likely the opposite of what you feel. His truck could likely use a touch more timing in that region. Maybe I am missing somehting but the edge comp doesn't give the user the ablity to control timing at all.

I am sure the Trip is stored in a different memory. It has nothing to do wiht how you disconnect the battery cables.