trreed

Just gonna throw this out there, my truck has a PSC box on it. Granted it is an older model, but it is pretty loose. I've adjusted it multiple times and changed the actual linkage, but my steering remains loose. It seems like a pretty expensive "upgrade" for a not so great box. @TFaoro has driven my truck and can attest to this....

@BBHD looking good! Only thing I wish I could change about my truck is the color. I've always wanted a silver or gun metal grey truck..... @notlimah I've been surprised as well with how well the truck handles loads. In its first life (I'm the third owner) it pulled a fifth wheel all around the country, and the springs in the rear show it. It has been known to sag with unloaded trailers before. It definitely likes gooseneck trailers over bumper pulls though. Can tell an immediate difference in handling between the two.

@jlbayes no p pump yet, were talking about towing! @notlimah my secret is proper weight distribution. I sure do like the stance of the truck with a gooseneck hooked to it. Seems natural to me

I have an update on the 3rd gen brakes for those who asked. Driving unloaded around town, the change in the pads is not noticeable. When towing, they are very noticeable. I'm on my way to Kansas for a week with a 20' enclosed trailer (about 6000#) and I notice a stronger response from the front brakes. They are well worth the upgrade.

I put mine on my truck when it was stock height and it fit just fine, though I did have to trim the studs down like @jlbayes said because the 16" wheels were a little tight. Now the truck has 17" wheels and has a 1.5" leveling kit so I have all the room in the world!

My kit had new ones with it.

It's a great upgrade. Did it a year ago and no problems since

I'll have a trailer hooked to the truck within the week, so I'll post on how they did. Below is a picture of the difference in pad side. 2G on the left, 3G on the right. Since the pads are bigger, the rotor has to have a larger diameter, which means the caliper bracket has to be bigger... though the calipers themselves look to be identical for 2001 vs 2006.

First impressions is that the brakes feel the same. I put them on because of the difference in pad width, and I like the idea of wider pads when towing. As for the tires, I guess I've gotten used to the size of the old tires and these look small to me. I've always liked tires with a bit of width and height to them. Personal preference I guess.

I used calipers, brackets, pads, and rotors off an 06 2500. Everything bolts right up. Only issue I ran into was the brake hose bolt for the '06 being too wide to fit through the stock brake hose. The original bolt worked like a charm

It's been a while since I've updated, but then again its been awhile since I've done anything to the truck... But today, I finally got the 4th gen wheels on the truck and updated to 3rd gen front brakes because why not. Unfortunately, the tires are smaller than what used to be on the truck (285/75/R16 to 265/70/R17) but they will suffice until I get ahold of a set of 285/70/R17's over summer... Poor truck is dirty due to days of rain here in CO, and a severe hail storm took its toll on my hood and roof.

@Me78569 @TFaoro look another truck just like mine.... So my truck is doing the exact same thing. I've been pulling data logs with the Quadzilla, and it seems the ECM is getting 'stuck' on certain values. I've had this issue with three VP's, two APPS sensors, and a new cam sensor. I've narrowed it down to the Quadzilla or the ECM, but since you have the same issue with a different tuner, I'm assuming it's ECM time.. What I can suggest for you to check is ALL of the grounds, specifically the one that is tied directly to the ECM. It's located by the starter, and the ones that run under the battery trays.

So I've narrowed my issue down to either the ECM or the Quadzilla. I've collected a series of data logs where suddenly the RPM, CANBus, and a few other values get "stuck", i.e. the truck reports going from idle rpm at 800 to 2621 rpm instantly with no throttle input and the fueling message gets stuck as well. I've tried to get data logs of this issue when the quadzilla is actively tuning the truck and when the truck is on OEM tuning, but I have yet to have the issue to happen when the truck is on OEM tunes.... So i'm beginning to wonder if the processor in the Quad is getting tired or something in it is glitching and sticking... I have one more test to do to rule out the ECM, just gotta wait for the truck to act up.

Check to see if your box has a jumper installed in the pins like the ones circle in the picture below. 98.5-00 trucks should not have a jumper, 01-02 trucks should have it, to make the boost read right

You have to take the cam out to change the front case, but the cam itself can be used.

But see, the way my bank accounts are set up...

Well, I picked up a new cam position sensor, so when the new VP goes in the place of the Cold Rod pump (bye Felicia), I'll put that in too

That make sense, but in the first data log, there is 9 seconds of the ECM updating the canbus and rpm data after the VP was unplugged. Did it just take that long to realize that it was not running?

I've collected two data logs of me manually killing the truck, while leaving the turbo timer on so the Quad can collect data. First data log is me physically unplugging the VP44. The fun part starts on Line 4594. Notice how the Quad is still reading "idle" RPM and the ECM is still fueling despite the truck being off. Quad unplug VP.csv Then in the second data log, I purposely stalled the truck. This starts at Line 10643. This time, everything shut off and the Quad reports no "idle" rpm or fueling. Quad Killed Truck.csv Thoughts?

At least you can see yours! I haven't heard anything back about mine that was sent for warranty... Sure hope it's on its way back.

We all knew he's had it.... Now he admits it!

Yep, that's the one

The actual size of the bit is a T25 Torx-Plus, which as Mike said, is a 5 point design. Kinda dumb but they didn't want us inside the VP's... Too bad the aftermarket is very resourceful.

But these issues have persisted through three VP's (one brand new with 500 miles) and a new APPS. I'll double check the APPS voltage, but i'm pretty sure I got that set right.

Ok guys, I'm lost with this issue. Every now and then (very, very random issue) the truck will die when I push the clutch in and give me codes P1691, P0121, and P1693. Here's where it gets weird. Sometimes, the truck will rev up to 2k rpm by itself and die, giving me all three codes listed above. Other times, it will just die, and only give me the P1691 and P1693 codes. And then, it has been known to rev up by itself when I am shifting, but when I complete the shift, it starts acting normally again. Every time this happens, after about 1-3 minutes max with the key off, the truck will reset itself and start right up. Until then, you can turn it over but it will not fire. I've had three VP44's on my truck with the same symptoms. I have just replaced the APPS with a Timbo unit. I have switched the VP relay with the horn relay AC Noise is .028-.03 at the alternator, and negligible at the battery. This issue has been going on for about a month now, and it is VERY random. Like it can happen twice in a day or go weeks without happening. I have yet to pull apart the wiring harness to see if there's a shorted wire, but based on how the truck resets itself when the key is turned off and is sitting still, I don't think it's a physical wiring issue. What do you guys think the likelyhood of a dead ECM is? The WTS light comes on right away, and the fuel pump bumps itself as soon as the key is turned on.