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Thanks for the warm welcome! We look forward to posting more and working on new things with y'all.

Only part I couldn't figure out was the BW-4401 TCase like I have on the '98. Other than drawing up the input and having it made new, there wasn't a solution I could find.

The PCS box is just a passthru to take your analog inputs and put them on the bus so the trans can read them. All your 'TUNING' is done to the transmission's valve body TCM via HPTuners. Also takes other things like switch inputs for profile switching, tap shifting, converter lockup, etc. Good...

The new Autel bluetooth unit is pretty epic. It reads the specific data you traditionally needed very expensive tools to access. For example, it'll read airbag codes on a 2020 F150 and the Wheel speed sensors on a 1998 K3500. Only limitation...it's not bi-directional. (can't send commands)...

We learned over the years and just use our new engine harness now. It runs above the intake so you can yank the old one out, send it to copper recycling can, and have all-new installed in 5 minutes flat. Don't forget a motivational beer.

It's really common actually. Just that most people don't notice or ignore it (because they don't have a scan tool to see the issue). The pins lose tension and don't make good contact. Replacing that pigtail or the entire engine harness does wonders.

Yep, it's hard to replicate the real world on the test bench. However, you can get the test fluid thin enough to start seeing if the head and rotor is loose enough to drop fuel rate at cranking RPM.

We run that setup both with and without external gates since there isn't one solution for every single truck that fits the bill. That particular one has a JGS 40mm external gate and we do those turbos with multiple exhaust housings and turbine sizes now. I'll update the signature to 2019 status!

Cranking RPM fuel output is one of the test points on the pump bench. Nobody likes to do it since you have to get the test fluid hot and run the pump for a long time. Hogs up time on the stand and is hard to get as hot as they do in real life when heat soaked on engine shutdown.

Yet another reason why the factory service manuals are wrong for these. You mentioned two in this thread which are the timing procedure and the full list of trouble codes. Then there's the countless incorrect wiring diagrams 😂

This is all correct. There was never any big mystery around this turbo. We only concealed the details that make it out perform the Cummins HX configs and the knockoffs. It'll walk circles around the 52mm "HX40WII" or a generic HX35 swap. It's all brand new Holset parts except the comp wheel...

We designed it out of necessity when noticing in pressure ratio logs that we clearly had a restriction in the intake somewhere. The instant benefit is lower IAT lower boost MAP vs drive pressure because you aren't trying to move air through a restricted area. For example, if you have an HX35 on...

It's 12v, we've spun one on the test bench before. The '99 PCM will run it but requires on-site custom tuning due to the cam ring mods.

That's a valid concern for locked upshifts but that's a separate toggle you can prevent from happening even if the converter is set to stay locked on decel at higher speeds. I use custom torque management with the DS4 pumps on the hard 1-2 shift..something i've never seen anyone else use on...

Calls are slow in the busiest time of year. Always feel free to message through here or email and we'll get back to you, even over a weekend. Sorry for the delay in getting that to you.

Don't build the motor then find the frame is rotted near the trans cross member like we did on my trailblazer SS 😆😆. It's fixed now but was a fun few weeks scrambling around.

Step away from the norm and try things that are more unique. The manufacturers don't always have all the answers, especially for a 20+ year old application. These can have a pre set regulator in the fuel bucket inside the tank or an external regulator with dedicated return. We run 1/2" line up...

Awww c'mon ; ) I posted mine. Doesn't mean crap till it runs! reliably

Was that a single or multi disk TCC?

It's a joint effort and not a complete reality yet until I get it on an engine. Small changes in output really screw around with what pulse width and advance curve you need. I can post more about it if I'm allowed to here. https://www.facebook.com/QuadstarTuning/posts/2024045261172670