kzimmer

With the communication cable isolates from the pump, grab your multimeter and check for Ohms between either of the two wires, separately, to ground. You are looking for a big number, aka a lot of resistance. Or, preferably, the meter might say O L.

Plastic surgeons have been helping women defy gravity for years. The results are "uplifting".

I personally have no issue with Felpro gaskets, but I think it's a matter of opinion, you'll likely see people swaying in both directions. I did see a video on YouTube once of someone comparing a Felpro vs Cummins head gasket, and they were eerily similar.

Just lockup and 4th are electronic.

If you'd like some help, you will need to provide more details. I'd start by filling out your signature with details of your truck (year, model, mods, etc). And then let us know exactly how your transmission is behaving, has any work been done to it lately, etc.

Winter started with a bang here as well. Tuesday morning was -14C with 30-50 km/h winds. It'll be miserable until April/May.

Fair enough, but I don't need to watch temperature to know if my converter is locked.

Do you think APPS feedback has anything to do with the level of fuel being pulled, or purely based on speed/gear?

There is no pop pressure, it's a common rail. Being that the problem existed before and after an injector change, I'm with @dripley, I'd check for a boost leak next. What kind of EGT's while towing / not towing?

I like having the temperature of the oil reading from a probe in the pan. That is the oil that the pump is drawing from, and in my eyes, that is the oil temperature that is relevant. The temperature exiting the trans is directly after the converter. Yes it's going to be much warmer at this point, especially in a non lockup situation. However it's not headed back into the trans; it's headed to the cooler. Most of the trans doesn't see this hot oil. Just my two cents, take it for what it's worth.

Yeah definitely. I wish someone would develop a tool to custom tune the PCM. I'm sure the technology exists that if I wanted to get into the PCM and make adjustments I could, but I don't have the time to dedicate to a project like that. And I don't want to destroy a PCM. It'd be easier to manipulate signals like APPS to the PCM at key times to adjust how things react. Side note while my brain is in tinkering mode... Any idea if torque management is a function of the ECM only, or does the PCM play a role? I'm thinking ECM only. But then the ECM would have to get a speed signal from the PCM. I'll have to check out the schematics. The reason I'm curious is because maybe momentarily interrupting or reducing the APPS signal to the PCM would disable torque management. Or... Cause some sort of completely unexpected result. Either way. Sounds fun.

Yep I know, I am well versed in that. It's the behaviour of stock programming that I sometimes have a hard time wrapping my head around. It's not always consistent, and sometimes it makes you wonder wtf they were thinking. Example: once in a while my truck decides to use OD unlocked instead of 3rd locked during steady state cruise around 75 km/h, especially if I started out a little faster and backed off. Why? Who knows. Step on it or Lock out OD and it's back to 3rd locked. That's PCM instead of ECM but you catch my drift. It's like they threw darts to connect an action to a reaction. Keep it simple!

Understood. Thanks fellas.

Understood. However increasing pressure should increase flow on any given orifice size, which should lesson the need for more duration. Kind of like raising rail pressure in a common rail.

Thank you. Bonus question. Does increasing the canbus fuel command increase pressure, duration, or both? Wiretap in my mind is duration only. I'm curious because I am thinking about how it affects injection timing.

When tuning the canbus fuel percentages at each PSI - does anyone have any data recorded on what percentages can reach a maximum fuel command (4095) at full throttle? Example: If the 30+ psi setting is set to 100%, there should be stock fuel. Full fuel command would not be achieved, even at full throttle. What about 110% or 120%? I'm thinking around 128% with some fuzzy math I did. But I'm curious to hear about the findings of others.

Definitely pressure it up. Super important. But be careful.

Are you running two pyrometers? Or sharing one pyrometers and splitting the signal? Option #2 MAY work but it's not recommended. Option #1 could easily explain a 100° difference due to pyrometers placement.

Depending on your aftermarket head unit, some have the capability, either natively or by an extra adapter, to use the factory steering wheel controls. Might be beneficial.

That's odd. 9004 and 9007 are both dual filament bulbs, and are typically used in single bulb configurations. Do both bulbs in the sport use low and high? That would make sense. Good to know.

Does the NV4500 bellhousing have alignment dowels to line it up like the 47RE has? Because of the dowels, I've never felt the need to use studs to help line it up. Plus there's no splines to align.

@Gregturley Does the cable rub against the spring hook when it travels back and forth? If so I'd be worried about the cable wearing and starting to fray. I like the idea though.

@dieselautopower I got a call yesterday about my injectors, and there seems to be some confusion about what's going on with them. I'll send you a PM.

@dieselautopower you should receive my nozzles on Monday. I chose the slowest most unreliable courier on the planet. My POS DSS nozzles have developed a slight miss and smoke way more than I'd like. I'm eager to get the DAP nozzles back in.

I think he's retained the power bug and is considering more fuel for future air. @Mopar1973Man am I close? Haha.