Fellow CompD Tuning Guru's,
I am currently in the process of project that is in dire need of your expertise. I have a single cab short bed 2002 Dodge 1500 2wd that is getting a heart transplant. I have acquired a 2004.5 HO engine that I will be using for a power plant. The engine is currently apart and is almost ready for reassembly; however I am at a crossroads on pistons, injectors, & tuning. The engine and head are fresh out of the machine shop and needs pistons to be ready for assembly. I plan on running the 03-04 143* spray pattern QSB Marine pistons, because they offer a better yielding strength due to the double heat & coating treatment. I know it's not a big ordeal since all I have to do is let the injector builder know I'm running 143* pistons so they can accommodate the proper nozzles.
This is where it gets weird for me. I am planning on converting to an '06 ECM, harness, rocker box, TIPM, etc. What I need to figure out is how much of a nightmare will it be making the gauges work and properly communicate since it is not only a half ton, but a 2002, the first year of the 3rd gen? Should I acquire a legitimate 3rd gen 2500/3500 PCM & truck/gauge harness, or should I be able to reflash the current PCM, & utilize the current truck/dash harness?
I understand there is a lot of what the **** variables in the mix, 02 half ton, 03-04 pistons, 04.5-07 injector body's w/ 03-04 nozzles, 06 electronics, and your probably like this guy is crazy. I get it, I do, but I want what is considered the better piston design for heat transfer, durability, and longevity, and I want the tuneability of EFI Live. I will be having the pistons de-lipped and probably shaving them to drop compression ratio. Previous set up when in the crew cab 4x4 2500 made 920, fuel only and a single charger on SSR tuning. Granted it also had dual CP3's, full Hamilton valve train, single runner intake, and stock rotating assembly. Now it will have an S475 feeding an S591, worked over crank, more than likely a bigger cam than the 188/220 it has now, billet rods, tons more fuel than before and some laughing gas. I know the advances being made with the HPT are growing by leaps and bounds, but I truly feel like I can get the most out of it with EFI Live.
Any & all help is greatly appreciated. Thanks & God bless.
I am currently in the process of project that is in dire need of your expertise. I have a single cab short bed 2002 Dodge 1500 2wd that is getting a heart transplant. I have acquired a 2004.5 HO engine that I will be using for a power plant. The engine is currently apart and is almost ready for reassembly; however I am at a crossroads on pistons, injectors, & tuning. The engine and head are fresh out of the machine shop and needs pistons to be ready for assembly. I plan on running the 03-04 143* spray pattern QSB Marine pistons, because they offer a better yielding strength due to the double heat & coating treatment. I know it's not a big ordeal since all I have to do is let the injector builder know I'm running 143* pistons so they can accommodate the proper nozzles.
This is where it gets weird for me. I am planning on converting to an '06 ECM, harness, rocker box, TIPM, etc. What I need to figure out is how much of a nightmare will it be making the gauges work and properly communicate since it is not only a half ton, but a 2002, the first year of the 3rd gen? Should I acquire a legitimate 3rd gen 2500/3500 PCM & truck/gauge harness, or should I be able to reflash the current PCM, & utilize the current truck/dash harness?
I understand there is a lot of what the **** variables in the mix, 02 half ton, 03-04 pistons, 04.5-07 injector body's w/ 03-04 nozzles, 06 electronics, and your probably like this guy is crazy. I get it, I do, but I want what is considered the better piston design for heat transfer, durability, and longevity, and I want the tuneability of EFI Live. I will be having the pistons de-lipped and probably shaving them to drop compression ratio. Previous set up when in the crew cab 4x4 2500 made 920, fuel only and a single charger on SSR tuning. Granted it also had dual CP3's, full Hamilton valve train, single runner intake, and stock rotating assembly. Now it will have an S475 feeding an S591, worked over crank, more than likely a bigger cam than the 188/220 it has now, billet rods, tons more fuel than before and some laughing gas. I know the advances being made with the HPT are growing by leaps and bounds, but I truly feel like I can get the most out of it with EFI Live.
Any & all help is greatly appreciated. Thanks & God bless.