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Tugly Tugly is offline

I'm a cautionary tale

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Showing Visitor Messages 1 to 10 of 91
  1. frambin
    04-24-2015 07:22 PM - permalink
    Hey Tugly, sorry to harass you through the message system but Smokie said you're the guy to talk to about the Torque/bluetooth monitoring. I'm having what I believe to be some high pressure oil problems. I just got the bluetooth adapter and torque pro app. I've been tinkering with it, but I'm hoping you can tell me what PIDS I need to monitor and log to assist in correctly diagnosing my problem. Any help would be appreciated. I know that this topic has got to have been covered, but I'm so ignorant I'm having a hard time locating it. For example, early on in this process I didn't even know how to properly describe my problem, knowing the difference between long/hard start/crank. You guys on this forum have already taught me a lot. Maybe you'll be kind enough to help me some more. Thanks for your time, Floyd
  2. 01 EX PSD
    04-13-2015 09:09 AM - permalink
    01 EX PSD
    Thank you for your response. I found one post in the search but the directions didn't help. I will try again today and contact AE if I fail again.
  3. 01 EX PSD
    04-12-2015 06:33 PM - permalink
    01 EX PSD
    Tugly, have you used AE to program a PATS key? I have been trying but keep getting module busy or failed messages. Do you have any insight?
  4. timmyboy76
    03-20-2015 08:58 AM - permalink
    you Tug...i'm done stalking your threads/pics, lol. Throw me a bone on what/who/where your tablet holder is/came from....Akron? Thanks man.
  5. ranagent
    03-02-2015 10:20 AM - permalink
    Hey I keep on seeing you mention a dual egt gauge, but can't find anywhere that you have detailed that nugget. I have an autometer pyro, looks like I can get another probe pretty easily. I've read of some using a switch, but also reading that you can mess up the accuracy of the gauge by adding or subtracting wire from the leads, or by adding a switch. Is there a way to do this with minimal loss, and know with certainty that the gauge isn't showing 200 degrees low or something?
    12-13-2014 09:19 AM - permalink
    Hi Tug,
    I read all of your posts and have seen a couple times where you talk about getting a F-450. Not sure if you are serious or just typing out of frustration.

    My Jan. 2015 edition of Trailer Life magazine showed up yesterday. On page 81 in the classified section there is a listing for a 1999 F-450.

    It reads, 1999 F-450 Flatbed RV truck crew cab
    7.3l Diesel, 6speed, 123k miles, reciever hitch, 5th wheel hitch, goose ball. Seats 6, clean and tidy, great seats. $15k. 623 451-7121.
  7. jhl3
    11-09-2014 10:15 AM - permalink
    OK. I have heard of others having issues with the tunes. I wish you hadn't experienced that. What tuner are you running now? This issue was present before the tuner and I think the HPOP was dying a slow death additionally. The truck is much more responsive with the new HPOP. I am considering replacing the e99 injectors soon and want to eliminate this issue prior to their purchase. I am also in the process of doing the Hutch mod, regulated return, and fuel pressure guage. Any other ideas?
  8. jhl3
    11-08-2014 05:00 PM - permalink
    Thank you for your time and response. I agree on getting the input as I don't like throwing part$ at a problem and hoping it gets fixed. I replaced the HPOP due to the old one leaking a quart of oil about every 200 miles. It began leaking shortly after I replaced the IPR. I decided that since it was leaking and potentially something that I could not rebuild myself that I would get a replacement. I read as many forum discussions as I could find to see if there was a HPOP that most were satisfied with. I also called several vendors and talked to them all. Everyone agreed that for the amount of money that I wanted to spend the T-500 was a good bet. Yes, there is a ton of conflicting info and I think this is why most people, including myself, are stumped as to what the root cause is. What did you find to be your ICP issue?
  9. jhl3
    11-08-2014 11:40 AM - permalink
    Thank you for your assistance and multiple responses. They are the stock split shot 130's that came on the early 99 to the best of my knowledge. I have not yet had the vc's off. I spoke with Jody at DP-Tuner about that possibility and he states the tune is for an early 99 with stock injectors. The truck exhibited the issue before the tuner. So, from an injector perspective, maybe the previous owner did in fact have an upgrade; he was not very helpful, and we may be tuning for the wrong injectors. On the subject of injectors, I read that you have 160/100's, what brand are you running? I also read that you tried remans but swapped them for new due to problems. What do you think of P.I.S.? Would you do remans from them or only new.
  10. jhl3
    11-07-2014 06:07 PM - permalink
    OK. Prior to HPOP replacement the ICP would rarely climb above 2600 even when IPRDC was in the low 80's, which is the max IPRDC limit that Jody will allow, except when I would experience a power loss (usually around 24-2600rpm) and then ease off the throttle. ICP would then spike to almost 4000. FIPW was usually around 2.2-2.5 ms. Boost was always less than 20 psi.
    Now, post t-500 install, it is all happening in the 15-1800 rpm range, with ICP going up to 2700-2900 and sometimes 3000 psi at approx 38-42% IPRDC. FIPW is higher now across the board. Cruising at 45-50 mph with ICP at 14-1500 and IPRDC at about 15-18% the FIPW is 2.2-2.5 ms. I have never seen FIPW as high as 4 and 5. None of the above is ever at WOT as I cannot afford to break anything due to this being the truck that I use for the family business. The latest weirdness is happening at 10-20% of throttle. When it happens there is usually some and at times a lot of black smoke.

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