Me78569

We might move it to an article so it doesn't get lost. Good work

Welcome, You came to right place for info on the Quad. We have a number of guys doing a lot of cool stuff with the data from the Quad. As for MPG I would suggest you run around on lvl 2 or 3, but keep your canbus tuning mild at low PSI. He over the the V2 thread and I will get a tune together that I think will work well.

You know the whole 2 steps back 1 step forward? Well I seem to operate by that standard haha, I busted it pressing out the ball joints. Went to Pull and Pay this morning. Found a 1998 2500 that someone had kindly pulled the caliper off, axle nut off, and all 4 unit bearing bolts off of. Took me all of 10 minutes to pull the knuckle, paind the kind people $25 to take it home. New ball joints are pressed in and I am getting ready to go out and put them on. I am still under the theory that my shake issue is tires though.

As long as it is sub 20* up to 2000 revs and sub 24* at 3000 I wouldn';t worry about it much. When you get time shoot over a data log of the timing on one of your runs with timing limit set to 11*

if you want timing to ramp up slower yet still max out, do timing limit of 10-11* with scaling at %100 Useing 15* with scaling makes it ramp up as fast as possible.

That's the best way. . You should easily be seeing 35 psi with your mods and the quad. I would also check to make sure your waste gate is closed fully. Do you have a boost elbow install to keep the waste gate from opening at 20 psi?

Test for boost leaks as a first step.

Ugh, Pressing out the lower joint and didn't see that I had extended the clamp enough to press on the upper joint. To the pull and pay I go in the morning.

what's "rain"?

Alright, Anyone that is wanting to install the V2 tuning, I have made the process a lot easier. you can find the new directions here

Scaling works off of the timing limit variable. The 15* based is just a starting point for the timing max , not a low point for timing however. If you set your timing limit to 0* your timing will ramp up from ~11* to 15*. So yes if you do 15* timing with 53% scaling you would get timing that ramps up fast, but maxes out at 23*. @Carbur8tr Did you ever run my "stupid" tune haha?

I have heard rumor of 2 levels of spicer stuff, but I have yet to see proof. the stuff I have gotten from him has always been marked spicer just the same as what I get from anywhere else.

oooooo.

Agree'd Fix the grids and call it a day

What year truck is it again?

I agree smoke free doesn't mean efficient, what I have found through trial and error is tuning until you see smoke then dialing it back a notch is working well for me

For ujoints or ball joints I use Denny's driveshaft. They always have the lowest price spicer stuff.

4095 is just the fueling message made up of 2 bytes. That is why canbus tuners are limited to ~65 hp over stock or more accurately ~13% increase over stock fueling( 4095 / 3600 = %13). it is not related to pulse. The PSG on the vp44 tranlates that into a pulse lenght, how I have no idea. If you want to know what the stock fueling looks like just data log on lvl 0. timing on the v2.1 works based upon a 15* base timing figure so if you set your timing limit to 0* in the tune you will only get 15* max timing, set it at 5* timing limit you get 20* max timing 10* timing limit gets you 25* max timing. However the way the curve is calc'd is different than before. it is taking you desired max - OEM timing to find how much timing to add based upon a map. The V2 tuning just added x% of the user limit + OEM timing. What this mean is you get a much more linear increase in timing from idle to WOT within the * specified in the tune. Before the Quad, and others, just max out timing faster than stock. as Tyler said the Quad intercepts the fueling message from the ECM then looks at boost and uses the custom tune variable for that tune to adjust the oem fueling message. in theory if you were to say that your injectors flow approx %25 more fuel than stock then settings your entire tune to %75 would amke the same power as stock. While we know that this isn't exactly true it is likely semi close. However none of us want a stock powered truck so we ramp up fueling. the % is purely a way to limit fueling down low while keeping the OEM curve and extending power higher in the revs. For timing it is based upon multiple maps and different conditions and some fancy math. for wiretap is is based on a map also, but the entire map is moved up and down related to boost based upn the user pump low limit psi setting.

They use non greasible spicer, Which is what I prefer also. Good thought on the bearing, bad thing is now I am thinking about doing it myself again because I am not convinced the u joints are bad. they were replaced not to long ago and still seem tight, its just the bearing that is wiggling. I dunno.

Place in the Springs here wants $300 to rebuild the back shaft and balance with new u joints and bearing. Doesn't sound that bad? 3 u joints at $40 a piece = 120 center bearing ~$100 1 trip to ER for a busted thump = $??? Bad attitude caused by working on it = $???? $220 in my cost for parts if I was to do it myself, or I could pay someone $80 to do it for me.. Front shaft they said they would have to look at, but Looking at it myself the joints were still good so I dunno if I will do that one yet.

you're welcome it is worth the work. very handy to have all the OE PN's

So you are getting a max of 23* timing with it set to 8* and 24* with it set at 9*. It has been colder as of late. As for the timing reduction, It might just be that our trucks are not timed aggressively down low to start. I dunno the theory says less timing = better for turbo spool..... haha stupid theory.