kzimmer

I think this is already done? But I can't remember for sure.

I know. I mean how far can you dive down into the rabbit hole of different possibilities in everybody's setup. This is definitely one to ponder over.

Those of us with big injectors (and higher pop pressures) will likely have major lope issues again (if i'm understanding what just happened). I really enjoyed the smoothing at handoff. My 7.014" nozzles are popping at 340 bar now. I haven't done much testing since I put them in however, the wife's been driving the truck.

I keep looking at updates on this thread hoping to find some neat new info about the read/write limitations about the VP44.

Just loading the most recent flash will get you set up, unlike windows, where a fresh install needs about 500 updates, haha.

I think you might be mixing up app update with base tune flash update. I don't think the app update is released yet.

I have verified this problem with Bit Defender and Panda, both of which are highly rated. The software, possibly combined with the unsigned drivers, must have programming methods very similar to a known virus. I don't think this is a rare occurrence. I'd rather have some false positives than miss a virus, but it's just a little annoying.

Make sure no one is sitting in the front seat while you are working on it...

I had a one-time stall out. Wouldn't start. Couple codes. Towed home. I thought I cooked the vp until I decided to crack some lines. Fired right up and hasn't missed a beat since. It was one of those cases where I was beating on it and let off the throttle very quickly.@Mopar1973Man gave a good educated guess around here somewhere just recently about what is happening in that particular scenario. Makes a lot of sense.

Lockup switch can still be used and not abused. 94-96 47RH filter will also work. I think it's all the same for any 727 style filter that doesnt have the metal housing, but I could be wrong.

I'm not an expert on this by any means, but I think pressure will be the same on both ends of a hose with zero flow. With flow, you will see a drop in pressure on the downstream side of the hose. The severity of the drop totally depends on flow restriction of the hose, and amount of flow. Greater flow will yield a greater drop in pressure. Greater flow resistance will also yield a drop in pressure. Similar to electricity. Flow = Current and Pressure = Voltage. Same principle.

Why?

Don't get discouraged. The solution is out there. Keep at it and the worst that can happen is you learn something.

Interesting. So there was less heat wasted out the exhaust pipe, more heat soak on the pistons, raising coolant temps. TGFHS (Thank Goodness For Head Studs). Million dollar question is how much of that heat is the result of negative torque?

I'm fairly certain this one can be left alone. You would have to have an impossible amount of fuel flow returning from the VP to have pressure issues on the return line. Can't tell from that picture. Follow the return line from the VP44, to the return line tee at the back of the head, and from there it heads back to the tank. Conversely, if you follow the line from the filter housing or pump (I forget what's first in the stock setup) you will see which one is feed and which one is return.

I'm 90% sure the fusible link for our heater grids is pure copper. Not two alloys. AKA an under sized wire that will vaporize in the event of a short circuit, just like I said. The only thing that's special is the insulation, which is designed to stay (somewhat) intact and suppress sparks. Ask me how I know. Here's an example manufacturer. http://www.awcwire.com/productspec.aspx?id=fusible-link-wire I do see how Google points to that definition though. Maybe different types for different uses.

Cool! No fuses, but there is a fusible link. Which is a fancy way of saying "under sized wire that will vaporize in the event of a short circuit". I messed up the insulators on the lugs that bolt the power wires to the grid heater once. Blew the fusible link. Sounded like a gunshot and smoke came out the driver's side of the hood. I was pretty concerned for about 20 seconds, and then I realized what happened and laughed my *** off.

Possibly valve body?

Eww. Hopefully your converter survived it. I think I might start collecting parts for a manual swap as I find good deals. Something I should have done a long time ago. When this 47re comes out for a 4th time, it's staying out.

100 miles would be a massive log file, I'm not surprised that it crashed. I think the logging function is meant to be used in shorter durations to see the results of a specific situation. IE a 1/4 mile WOT run, a few minutes of cruising, etc. Somebody will jump in if I'm out to lunch here. If you tried to navigate a .CSV file of that size, you would be pulling your hair out.

That sounds pretty high, I wonder if there is a big range of static timing changes between rebuilt pumps. It's almost like we need a fool proof way to find that zero reference for everybody's trucks. I'm confident that a 2° change in injection timing in your truck is the same as a 2° change in injection timing in my truck. But what I don't know, is what both of our trucks think 0° btdc is. Your 25° btdc isn't the same as my 25° btdc. But our CHANGE in °btdc is probably the same. I hope that makes a little bit of sense. Figure out how to equalize the 0° reference between trucks, and our timing tunes may be more useful between trucks.

I thought knowledge was power, haha.

The funny (or not so funny) thing is, that's how I knew for sure that I slipped my converter today. I was passing a car on the highway, matted it, and when it shifted into OD I dropped from 50psi to 40psi, and I felt the clutch grab with the drop in power. Woops... New boost Defuel setpoint.

I haven't been in the truck to log this for you yet. And to log I need to get the right tune on my phone etc. Have you tried hitting the boost limiter in 3rd and let it shift into od? You'll see what I mean.