trreed

With studs you can do pretty much whatever to the timing curve. I've had it as high as 26* when cruising before. I've created a tune with p pump-like timing that starts at 22* right when the quad takes over. Head gasket still is in one piece (knock on wood). My daily tune timing is pretty tame, starting at 17* and has a nice linear ramp to max.

Clutch is not serviceable separate from the compressor

That's something that never made it out of beta stage. Your tunes cannot utilize it. You must be using the V2 Quadzilla Only profile. Choose the V2 Dodge 98-00 profile.

And as @Mopar1973Man pointed out, the idle validation switch is the main difference. A TPS is an APPS in function, but not vice versa. Its the whole square/rectangle thing.

Depends on how technical a guy wants to get about it. In our instance, saying they're synonymous is inaccurate because our trucks don't have a throttle body, so we need a true accelerator pedal position sensor for the ecm to know how far you're pushing the skinny pedal. Versus a butterfly valve in a throttle body where that ecm needs to know what angle the butterfly is open. Most people use them interchangeably and move on.

From my experience, the truck likes the .

Funny how flammable money is, isn't it?

No experience with them yet. I'll be sending them money and a core if (when?) I blow mine up. They seem to do a lot of business, regularly pumping put both NV4500s and NV5600s, along with some ZF6s.

Yes. It is.

@dripley There's a company out of Texas, Super Stick Transmissions, who specialize in quick shifting NV5600's, and warranty their stock rebuilds to 700 hp. Just food for thought.

Pssssssst his signature has info on his 2nd gen

@jlbayes is probably the best one to ask, but it's because you have a T6 mounting flange and a large A/R ratio, so there's no chance of overspeeding the primary. Whereas a stock HX35 has a T3 foot and a .70 A/R ratio. Smaller the A/R ratio, the faster the gases spin through the housing and turn the turbine. So wastegates exist to allow excess exhaust gas (especially when larger injectors are added to the mix and the total mass of gas increases) to bypass the whole housing and avoid overspeeding the rotating assembly, so it doesn't blow up and send metal through everything.

From what I found, the quick turbo housing is around a 14cm housing. Interesting they advertise that as more torquey than the stock 12cm housing

Yes. Thanks. I was trying to be conservative.

Leave the primary non-gated. Secondary is as much gate as you'll need on a VP truck. Just remember, the more torque, the better of a chance you'll break something.

I would start at 15 / 17 / 19 / 22 / 26 on your timing sliders.

The 35 psi limit is dictated by the compressor map. Turbine housing and wheel dictate your choke point. IF Holset made a compressor map for a 35/40 hybrid, then you could get an idea of what your turbo can do.

HX35/475 and 7x0.011's will put you right around your goal. Already having the V2 tuning is a huge plus too. HX also already has a gated 12 cm housing. A box 475 will work just fine, but your low end torque would be a touch lower than say a 475 with a 1.15 exhaust housing.

HX35 over a 475 is a popular combination. Lots of people like it for towing, but the HX will be your limiting factor. I haven't looked into the 472 enough to know how it compares to a 475, but my 475 is a great primary. I opted to put tighter exhaust housings on my turbos to bring torque on earlier. But, your first step should be to evaluate your goals for the truck. Once you have an idea of what horsepower or capabilities you want, then we can guide you better

If you keep your timing curve conservative, you won't run into head gasket issues.

Smaller turbine wheel. Or bigger injectors. Like 7x0.012’s and use the quad to tune it back.

It currently does not average MPG. That would be a question for @Quadzilla Power or @Quadzilla_Stephen to pass along to their developer to make it happen. (please!)

I started messing around with timing on my idiot/race/dyno tune. Previously, top end power was being reached above 3200 rpm, so in an effort to bring the power bands back down (and see what happens if I try to emulate p-pump timing) my idiot tune timing starts around 20* at 1500 rpm. Truck is MAD when it starts off, but then settles down a bit when RPM's come up, and pulls harder. Also, as I reach 3400 RPM, it starts bucking and surging until it reaches 3500 RPM, which it will hold. Moral of the story: my VP does not like high timing down low, but timing is power. For reference, here's my timing curves from my daily tune and idiot tune RPM Daily Idiot 1500: 17 20 2000: 21 23 2500: 23.5 27 3000: 26.5 30 Max: 30 30

2001-2002 are the strongest built ECMs. The 99 ECM is the most prone to failure.

Yes. HX35 has a divided exhaust housing. And yes, there is no issues with running and undivided gasket on a divided setup like ours. When you put a divided gasket on an undivided housing is when you start asking for trouble.