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Me78569

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Everything posted by Me78569

  1. Thanks for the info.
  2. Get out the multimeter and start tracing wires. You will find the wiring diagram s in the electrical section of the 2nd gen articles here on the site.
  3. I doubt anyone's eyes would be good enough to notice a diffence in down road light between 4k and 5k bulbs. point of demisihing returns.
  4. Does mm3 has access to different / more tables than the touch? I was under the impression that the tuning tool / platform was the same, but the touch had built in canned tunes?
  5. I thought my bulbs went bad, but it ended up being a bad connection, hence the 3 sets of spares lol. I am going on 4 years now with the first set of used bulbs I got lol
  6. I have 3 sets of spares at this point between 2 vehicles.
  7. Anywhere in that 4k-5k region is good. 4300K is technically the most visible light.
  8. At what rpm and load is the miss not there regardless of temp?
  9. I will be very curious to see if your tunes are fully applying mike.
  10. neato, This is gonna sound dumb, but I have no idea how to get into the beta program. I think Iam, but I don't see a way to get to it
  11. That would have made it too easy, I prefer to do things hte hard way;.
  12. @Dieselfuture you are correct v2 tunes would be level 3+ for wiretap v1 tunes it is lvl 2+ @redroan, I would reattach it for good measure.
  13. CURB HEIGHT MEASUREMENT (LD) The wheet alignment is to be checked and all alignment adjustments made with the vehicle at its required curb height specification. Vehicle height is to be checked with the vehicle on a flat, level surface, preferably a vehicle alignment rack. The tires are to be inflated to the recommended pressure. All tires are to be the same size as standard equipment. Vehicle height is checked with the fuel tank full of fuel, and no passenger or luggage compartment load. Inspect the vehicle for bent or weak suspension components. Compare the parts tag on the suspect coil spring(s) to the parts book and the vehicle sales code, checking for a match. Once removed from the vehicle, compare the coil spring height to a correct new or known good coil spring. The heights should vary if the suspect spring is weak. 1. Front - On each side of the vehicle, measure the distance from the center of the rear lower control arm bolt (1) to the ground (2) Record the measurement. Next measure the distance from the spindle center (3) to the ground (4) Record the measurement. 2. Take the two measurements and subract them to get the curb height specification. 3. Rear 4X2 LD - On each side of the vehicle, measure the distance at the axle tube (1) to the jounce bumper flange (2). 4. Rear 4X4 LD - On each side of the vehicle, measure the distance at the jounce pad welded to the axle tube (1) to the jounce bumper flange (2). 5. Compare the measurements to the specifications listed in the following Curb Height Specifications chart. CURB HEIGHT MEASUREMENT (HD) The wheel alignment is to be checked and all alignment adjustments made with the vehicle at its required curb height specification. Vehicle height is to be checked with the vehicle on a flat, level surface, preferably a vehicle alignment rack. The tires are to be inflated to the recommended pressure. All tires are to be the same size as standard equipment. Vehicle height is checked with the fuel tank full of fuel, and no passenger or luggage compartment load. Inspect the vehicle for bent or weak suspension components. Compare the parts tag on the suspect coil spring(s) to the parts book and the vehicle sales code, checking for a match. Once removed from the vehicle, compare the coil spring height to a correct new or known good coil spring. The heights should vary if the suspect spring is weak. 1. Front 4X2 On each side of the vehicle, measure the distance from the top of the jounce bumper flange (2) to the bottom of the frame rail (1). 2. Front 4X4 On each side of the vehicle, measure the distance from the top of the axle (2) to the bottom of the jounce bumper flange (1). 3. Rear ALL - On each side of the vehicle, measure the distance at the top of the axle tube (2) to the bottom of the frame rail (1). 4. Compare the measurements to the specifications listed in the following Curb Height Specifications chart.
  14. it controls wiretap so level 2 +
  15. DESCRIPTION NOTE: Suspension components with rubber/urethane bushings should be tightened with the vehicle at normal ride height. It is important to have the springs supporting the weight of the vehicle when the fasteners are torqued. If springs are not at their normal ride position, vehicle ride comfort could be affected and premature bushing wear may occur. Wheel alignment involves the correct positioning of the wheels in relation to the vehicle. The positioning is accomplished through suspension and steering linkage adjustments. An alignment is considered essential for efficient steering. good directional stability and to minimize tire wear. The most important measurements of an alignment are caster, camber and toe. CAUTION: Never attempt to modify suspension or steering components by heating or bending. • CASTER is the forward or rearward tilt of the steering knuckle from vertical. Tilting the top of the knuckle forward provides less positive caster. Tilting the top of the knuckle rearward provides more positive caster. Positive caster promotes directional stability. This angle enables the front wheels to return to a straight ahead position after turns • CAMBER is the inward or outward tilt of the wheel relative to the center of the vehicle. Tilting the top of the wheel inward provides negative camber. Tilting the top of the wheel outward provides positive camber. Incorrect camber will cause wear on the inside or outside edge of the tire • TOE is the difference between the leading inside edges and trailing inside edges of the front tires. Wheel toe position out of specification cause's unstable steering, uneven tire wear and steering wheel off- center. The wheel toe position is the final front wheel alignment adjustment • THRUST ANGLE is the angle of the rear axle relative to the centerline of the vehicle. Incorrect thrust angle can cause off-center steering and excessive tire wear. This angle is not adjustable, damaged component(s) must be replaced to correct the thrust angle DIAGNOSIS AND TESTING PRE-ALIGNMENT INSPECTION Before starting wheel alignment, the following inspection and necessary corrections must be completed. Refer to Suspension and Steering System Diagnosis Chart below for additional information. 1. Inspect tires for size, air pressure and tread wear. 2. Inspect front wheel bearings for wear. 3. Inspect front wheels for excessive radial or lateral runout and balance. 4. Inspect ball studs, linkage pivot points and steering gear for looseness, roughness or binding. 5. Inspect suspension components for wear and noise. 6. Road test the vehicle. table, th, td { border: 1px solid black; border-collapse: collapse; } th, td { padding: 5px; text-align: left; } Alighnment Condition Possible Causes Correction Front End Noise 1. Loose or worn wheel bearing. 2. Loose or worn steering or suspension components. 3. Loose or worn steering or suspension components. 1. Replace wheel bearing. 2. Tighten or replace components as necessary. 3. Tighten or replace components as necessary. EXCESSIVE PLAY IN STEERING 1. Loose or worn wheel bearing. 2. Loose or worn steering or suspension components. 3. Loose or worn steering gear. 1. Replace wheel bearing. 2. Tighten or replace components as necessary. 3. Replace steering gear. FRONT WHEELS SHIMMY 1. Loose or worn wheel bearing. 2. Loose or worn steering or suspension components. 3. Tires worn or out of balance. 4. Alignment 1. Replace wheel bearing. 2. Tighten or replace components as necessary. 3. Replace or balance tires. 4. Align vehicle to specifications. VEHICLE INSTABILITY 1. Loose or worn wheel bearing. 2. Loose or worn steering or suspension components. 3. Tire pressure. 4. Alignment 1. Replace wheel bearing. 2. Tighten or replace components as necessary. 3. Adjust tire pressure. 4. Align vehicle to specifications. EXCESSIVE STEERING EFFORT 1. Loose or worn steering gear. 2. Column coupler binding. 3. Tire pressure. 4. Alignment 1. Replace steering gear. 2. Replace coupler. 3. Adjust tire pressure. 4. Align vehicle to specifications. VEHICLE PULLS TO ONE SIDE 1. Tire pressure. 2. Tire 3. Alignment. 4. Loose or worn steering or suspension components. 1. Adjust tire pressure. 2. Criss-Cross Front lires. 3. Align vehicle to specifications. 4. Tighten or replace components as necessary. CAMBER AND CASTER ADJUSTMENT Camber and caster angle adjustments involve changing the position of the lower control arm (2) in conjunction with the slotted holes in the frame brackets (1). Vehicle should be at normal ride height. TOE ADJUSTMENT The wheel toe position adjustment is the final adjustment. 1. Start the engine and turn wheels both ways before straightening the wheels. Secure the steering wheel with the front wheels in the straight-ahead position. 2. Loosen the tie rod jam nuts (1). NOTE: Each front wheel should be adjusted for one-half of the total toe position specification. This will ensure the steering wheel will be centered when the wheels are positioned straightahead. 3. Adjust the wheel toe position by turning the inner tie rod (2) as necessary. 4. TIghten the tie rod jam nut (1) to 127 N·m (94 ft. Ibs.). 5. Verify the specifications 6. Turn off engine. CAMBER, CASTER AND TOE ADJUSTMENT Camber and caster angle adjustments involve changing the position of the lower control arm with the slots in the frame brackets (1). CASTER Moving the front or rear position of the lower control arm in or out, will change the caster angle and camber angle significantly. To maintain the camber angle while adjusting caster, move one pivot bolt of the lower control arm in or out. Then move the other pivot bolt of the lower control arm in the opposite direction. To increase positive caster angle, move the rear position of the lower control arm inward (toward the engine). Move the front of the lower control arm outward (away from the engine) slightly until the desired camber angle is obtained. CAMBER Move both pivot bolts of the lower control arm together in or out. This will change the camber angle significantly and little effect on the caster angle. After adjustment is made tighten the lower control arm nuts to proper torque specification. TOE ADJUSTMENT The wheel toe position adjustment is the final adjustment. 1. Start the engine and turn wheels both ways before straightening the wheels. Secure the steering wheel with the front wheels in the straight-ahead position. 2. Loosen the tie rod jam nuts (1). NOTE: Each front wheel should be adjusted for one-half of the total toe position specification. This will ensure the steering wheel will be centered when the wheels are positioned straightahead. 3. Adjust the wheel toe position by turning the inner tie rod (2) as necessary. 4. Tighten the tie rod jam nut (1) to 127 N·m (94 ft. Ibs.). 5. Verify the specifications 6. Turn off engine. ALIGNMENT LINK/COIL SUSPENSION Before each alignment reading the vehicle should be jounced (rear first, then front). Grasp each bumper at the center and jounce the vehicle up and down several times. Always release the bumper in the down position. Set the front end alignment to specifications while th~ vehicle 'is in its NORMALLY LOADED CONDITION. CAMBER: The wheel camber angle is preset and is not adjustable. CASTER: Check the caster of the front axle for correct angle. Be sure the axle is not' bent or twisted. Road test the vehicle and make left ar'td right turn. Observe the steering wheel return-to-center position. Low caster will cause poor steering wheel returnability. Caster can be adjusted by rotating the cams (3) on the lower suspension arm. TOE POSITION: The wheel toe position adjustment should be the final adjustment. 1. Start the engine and turn wheels both ways before straightening the wheels. Center and Secure the steering wheel and turn off engine. 2. Loosen the adjustment sleeve clamp bolts. 3. Adjust the right wheel toe position with the drag link. Turn the sleeve until the right wheel is at the correct TOE-IN position. Position clamp bolts to their original position and tighten to specifications. Make sure the toe setting does not change during clamp tightening. 4. Adjust left wheel toe position with tie rod at teft knuckle. Turn the sleeve untit the left wheel is at the correct TOE-IN position. Position clamp bolts to their original position and tighten to specifications. Make sure the toe setting does not change during clamp tightening. NOTE: Toe setting will change during tightening, Make sure to verify reading after tightening. 5. Verify the right toe setting and a straight steering wheel. 6. Road test the vehicle. CURB HEIGHT MEASUREMENT (LD) The wheet alignment is to be checked and all alignment adjustments made with the vehicle at its required curb height specification. Vehicle height is to be checked with the vehicle on a flat, level surface, preferably a vehicle alignment rack. The tires are to be inflated to the recommended pressure. All tires are to be the same size as standard equipment. Vehicle height is checked with the fuel tank full of fuel, and no passenger or luggage compartment load. Inspect the vehicle for bent or weak suspension components. Compare the parts tag on the suspect coil spring(s) to the parts book and the vehicle sales code, checking for a match. Once removed from the vehicle, compare the coil spring height to a correct new or known good coil spring. The heights should vary if the suspect spring is weak.
  16. you have a very old ADR box. That piece is what makes wiretap work. You can solider it back into place. The side with the yellow part goes towards the main connector
  17. App is fine. The phone has a GPS unit
  18. Select v1 profile and flash a v1 tune
  19. I would GPS verify speed if you havent already.
  20. So it is pinned different go over to lilbb.com and ask him for the wiring if you are still having issues.
  21. I did test this as well. I had the app crash 2 times wihtout airplane mode, and never with airplane mode. Any thoughts @Quadzilla Power
  22. I have heard it and seen it in your videos, but I can't reproduce and neither can the other guys I have asked. Next step is to see if the V1 tunes do it. If they do then I wanna see if the edge does it as well. The only way I can solve the issue is attempt to narrow it down.