NightHawk

Could you PM me so photos, if Moparman doesn't take it I will as I am looking to build a hybrid so this sounds like a good option for me.

If you have any PCM codes, it will affect performance as the PCM is fed data by the ecm so either get a manual PCM or create "foolers" like I did to remove them.

Well i am glad to hear all the information about what makes the vp44 communicated to the ecm and what the quad does. I am a supportive member of the v2 and all of the great folks on this form who have done some many things to make it what it is today. SO try to think of someone new to the game like i initially did when i read the post. When we run these electronic dinos hard things can happen, simple risk factors. I would definitely buy a v2 for what it offers but seeing i wont wire tap...its alot of money for what i already have in hand. Remember all, this form is great for discussions..we dont want to become like others.

I am not a "blame" type of person, really only judge cause/effect. I see three trucks running same programing based on a thread based on this form all failing in a small window. I am not taking trash on any tuner but come on guys, its not hard to draw a line of connection. I do believe one of the failures, Tyler's was linked to the increased rpm allowed by the v2 programming. Added rpm on anything mechanical whether designed for it or not ads more rotational stress.

X2 - Hasn't 3 trucks within the last 30 days killed their VP's all running Quads? The software offers cool features but honestly it is doing stuff that wasn't previously done (isn't bad) but is effecting something.

@TFaoro Tried to PM you this weekend but got an error stating you weren’t accepting any messages. Anyway, I was wondering if you would be willing to part with the TST now that your PPumped (if you still have it) as I would like to try it stacked with my TS MVP. Thanks

I use a zinc supplementation to get the ppm up for the flat tappet setup and general increase in wear value. However more is not better, be careful of mix ratios and research has lead me to target 1500ppm which is typical 700-800 higher then the oil on the shelves. I can buy either, research showed ck-4 to have improvements based on lessons learned and improvements in chemistry. I only drive about 4-5k a year being a 2nd rig so i keep a close eye on color changes. i check the fluids every first startup after sitting more then 48hrs and not afraid to ditch if it starts darkening quickly.

The new classification has been out since Dec 16 and ck-4 is ok by Ford (why does that matter) but the new FA isnt. The new classification is better as it separates the old and the new, while providing a better product based on lessons learned. If your concerned then i would run an off road style oil or a small manufacture custom product. I just did my first oil change with ck-4 and with my normal additive addition its less smelly and less blow by vapor.

I am the last of the 2nd gen owners among all friends and friends of friends, they are all CR owners who I had the chance to join with my own 6.7/6 speed but didn't as I enjoy the 2nd gens or do I.... . Having a conversation while listening to your favorite band on a road trip is so overrated.... Back on topic, I am happy to report no more check engine light and the pcm is happy! I drove 30 miles today post my custom alterations and no more yellow/orange glow with the truck acting way better. I re-read above and if the pcm is the master brain it would make sense to me if when unhappy it would impact the ecm even if flashed to "ignore" its problems. How did I fix it...well its still a auto pcm.... I will say time spent researching and understanding what the pcm needed paid off with regards to wiring/signals.

Just food for thought, would it be possible to find out the last 6 digit combo of the build sequence to represent my truck with the auto option not selected as part of the build order sheet? I do not wish to create a whole ton of work for you but if my numbers are 288451 would say 288441 be a non-auto version build of my truck? If you don’t want to / have the time (completely understandable), anyway for me to decode/select what the last 6 digit sequence means on a build sheet? Two hours of research found that the vin for the dodge trucks doesn’t produce the transmission listing, which is part of the last 6 digit sequence coding given to the truck at the time of production.

Thanks for the build sheet, and any special precautions with security if i order a pcm? The testing is involves entering the trucks information into the computer, they plug into the obII port and then hit some button. Usually 10-15min later the testing is done. They're concerned with emissions codes, regular codes and modifications. I am not sure how the whole pcm/ecm communicate with regards to codes. Like does the pcm report to ecm and ecm reads thru the obII port of is their direct communication with the pcm thru the obII port? If the pcm only reports problems, could i use my vin number with the trans option line switched to a manual number? Per the vin decoder http://dodgeram.org/tech/specs/VIN_decode.htm the last 6 digits are options which could in therory be off...

I must go thru emissions testing where they plug the truck into the computer (no snap test), and last 8 of vin is 1J288451. All your help is appreciated, I can only go off what the company told me when i call last month but now understand better. Anyway around this automatic "flash" association with the vin?

Well i won't know until its installed but they told me the vin request is only to ensure the pcm and ecm communicate correctly and no pats issuse. Programming for trans is a drop down selection and they told me i can note the conversion in the special instructions area. We shall see but others on this site have gotten manual pcms with auto vins without issue. What is "security" as i have keyless entry which thought that was it for my year besides pats.

I am in process of ordering one from a reputable rebuilder. I spoke with them on the phone and they said if I give them the part number, vin and select manual transmission there shouldn't be any problems. Not sure how true that is, i know my factory heated seats aren't that common. The transfercase just makes me mad

Been awhile so thought would be good to update. I took the truck on its first major trip this past weekend, headed out of state to visit friends & ski. The total miles was 750 (375 each way) and the truck performed well but not perfect. I still need to address the PCM issue but the major thorn in my side is a leaky T-case. The t-case half split seam started to leak again (along with the fill plug area) somewhere along the way back. I would estimate it occurred after pulling the steep mountain grades as I noticed some splatter on the driveline/tank when stopping for fuel. The 241HDH tcase (what i have) takes 6.5 pints for full, so going to drain/confirm how much lost although it doesn't appear to be more then a pint. Just thinking out loud, I know ATF expands so could the AFT expansion caused the leak? Its been fine for roughly 1500 miles since the conversion/post my re-seal so just odd to start again. Although my previous trips have been less then 100 miles round trip.

Regulation on all emission generating items is very important, however it must be proper regulation. There are many agencies that people “dislike/fight” but only because people are resistant to change in their own lives and these changes impact their lives. One must understand the future impacts when setting standards now, so that implementation is effective but gradual as to not disrupt the forward progress. When people reach a wall they stamp their feet in anger but when reaching a curb they step over with forward progress. Regardless of how you run politically, this thought process should be considered. I personally don’t agree with the implementation of so smog control items such as egr based on what it does to equipment however greatly support catalytic convertors / dpfs as cleaner air is awesome. That's my and believe what you want but support a healthier place to live for everyone.

This situation going on involving Oroville Dam is not a joking matter. I feel for all those poor people that live below the dam and those who have been forced out of their homes for the emergency evacuations. I have been to the dam during my travels to great fishing lakes in the area and can say it is quite a large body of water. https://en.wikipedia.org/wiki/Oroville_Dam http://www.cnn.com/2017/02/12/us/california-oroville-dam-failure/index.html

I would take the following steps if i was in your shoes. 1. Check the alternator for excessive noise and replace if out of spec. The symptoms you describe point to this as a possible issue. 2. Take truck to dealer and see if they can communicate and possibly offer a flash update for the truck as a whole. Tell them of the smog machine lockups. Do not tell them its a conversion upfront and if they ask tell them its been that way for awhile. 3. If cleared by the dealership service go back for smog at either a registered station or smog referee and don't tell them about the conversion at the regular. At the referee dont say anything until face to face as they will know of the incomplete previous test. However before going to the referee all mods must be removed and put some miles on it in stock form.

What does the bold mean and what codes did you have after the swap? The PCM shouldn't have any emissions software as that is part of the ECM and the part number on the PCM is the flash code for what options/items you have on your truck (aka what version). I did the swap and knock on wood, haven't had any of the issues you describe and have roughly 1500 miles on it now. The only issues I have as of now are PCM codes as i still have any auto PCM but I only ever had PCM codes even when running an auto tune ECM post swap. In fact, the only difference between the auto tune and manual I noticed was throttle response due to the removal of TQ Management below the mph threshold. Honestly, sounds like the OBD II harness has an issue and when installing different harnesses prior to resolving past issues code be part of the problem. The ECM & PCM act independently while communicating together so you should reverse your changes until you find a starting point where there is communication to the ECM via the OBD II port. Please elaborate on the second bold item as the error will help with understanding what is occurring since the smog computer is a search, as/answer type of program regarding overall ECM/PCM & vehicle health regarding codes.

What didnt you like? The tunes are alittle antique compared to the quad but seem better drive ability then the external boxes. I'm all for getting a quad to learn what the truck was doing but would have a hard time returning it. Btw i have both android and apple devices so....

Why are you making it out to be a bad thing that i am publishing the fact that i am able to run their tuning with low smoke levels? Sure i could add that i have stock injectors but in my experimenting with the S03 i can smoke like a train with my stock injectors when tweaking stuff the wrong way...so tuning is more of the issue then injector setup thus far on my truck. Point is, if you plan to stay can-bus fueling (no wire tap) then your choices are pretty limited with the S03 giving some customization options vs. an EZ/other flash tuner. My combo goal is rv275's, an upgraded HX35 and S03 which meets my needs but sure for all out bang/buck wire tap is the path to take.

I enjoy the Smarty S03, makes good power and have yet to have smoke issues. I run on SW 05 and would recommend if you don't intend to want to wire tap down the road.

The one piece driveshaft should arrive next week, will take some photos of comparison between during install for posting.

I was quoted $600.00 shipped for a aluminum rated to 650hp which is beyond my needs.

Sorry if unclear, i was referring to random chatter about D80's behind 2500 autos (like mine was) when setup at the factor based on options selected. I do have the DHD transfercase, so small victory there.