Wow you are still running stock pump on stage 1's? I am on stock stick and am only holding 1700 psi at 60 duty cycle in my 80 Eco tune. That at 130 k miles. Needless to say I have a t500 sitting on the counter waiting to be installed.

 

Jason, sounds like you need to that thang off the counter and into your truck. I am all too familiar with the woes of a weak hpop. Get'r done, brother!

 

Joey, that's great news. Did you notice any difference in the trucks performance, now that your temps are lower?

The data log you sent me earlier, actually looks pretty good.

Also, the pump you have now is fully upgradeable to the T1000. Maybe by the time your ready for more mods, it will be available.

Thanks,
Joey@TE

 

I'm running the injectors in my sig on a stock HPOP, and laid down over 400rwhp and ran a 14.4 at Bandimere.... all while maintaining 3100 psi of ICP rock solid with duty cycles hovering in the 40's.

Stage I's can run just fine on a stock HPOP, as long as pulsewidth is kept in check.

Just last night I opened a set of tunes off someone else's chip. I have no clue who wrote the tunes, all I know is that it's for a PMT1 and stock injectors. The amount of fuel called for in the tuning was staggering, and it was by far the most fueling I've ever seen. This tuning would easily call for way more than 6 ms of pulsewidth at WOT. There is absolutely zero need to call for that much pulsewidth out of stock injectors.

On an average stock truck with a stock HPOP, it's going to start struggling to maintain ICP as pulsewidth approaches 4 ms. When I had stock injectors, about 3.8 ms is the max I could run and still maintain 2600-2700 PSI of ICP, with duty cycle pegged out. Anything higher and the ICP would begin dropping quickly. At 4.2 ms it was only holding 2200 psi of ICP.

I know the OP has DP-Tuner in his sig, and in no way am I trying to bash Jody in any way, shape, or form. I also know that the tunes I got off that chip were not his.... I literally have zero idea as to who wrote them. I wanted to say that so that I was crystal clear to everyone that I'm not bashing anyone, or trying to pin anything on any person(s). The point I'm trying to make is that pulsewidth is the first thing that should be looked at when running tunes and having ICP issues in higher HP settings, not the last thing.

For example - and this is something that happened to me. When I still had stock injectors (and running a stock HPOP) I was struggling to limit my injection pulsewidth to what I was wanting. I would set the values in the table, eliminate all adders and multipliers, then go out on the street and see actual pulsewidth that was far higher than what I set in the table. After probing around and asking, I was told that the VDH5 definition has a mathematical error when displaying fuel injection pulsewidth on the screen. Sure enough, if I copied the table over to another calibration, such as PMT1, I saw the actual values.... and they were much higher. So I used the PMT1 calibration to set my pulsewidth, and copied the values back over to VDH5. Voila! I now had my actual pulsewidth values match exactly what I wanted.

That's just one example of how easy it is to not have the results you want in the tuning. It can happen to anyone.

So for the OP, again you should check your injection pulsewidth to see what's going on.

 

hi everone, i know this may sound dumb, but my hpop is leaking and i need to know how much oil does it hold and if its directly related to the engine oil as far as how much i put in the hpop and the modded t 500...

 

sorry didn't finish, will the modded t 500 handle stage 1 injectors? i plan to upgrade.

 

The HPOP uses engine oil. Meaning if it's leaking out the HPOP, you'd better check your dipstick.

 

Ok, here is what i have,there are 3 runs in the 120 race tune..
OIL TEMP 141 ICP MAX 2565 IPR 35.98
156 2932 44.14
186 2789 49.22
The runs are 45-90mph....even though these numbers look good,and the truck is still climbing speed,the oil pressure is droping..I know DP detunes the truck when cold,though not sure where it changes....I will say these numbers are better than the first two which,the 1st at RRE was 2200psi in 120race,the second appx 3 weeks later and it was 2400psi..the difference is at RRE the runs were appx 3-5 miles wot runs on the interstate, the others are 45-90mph runs and off the pipe..I read somewhere to test the HPOP is wot for 10 minutes in park..Na, i dont like that idea....

Joey, to answer your question, no, 85e is my strongest tune....
Thanks for your help...

oh and at idle ICP 480 IPR 9.77

 

Please dont do that...

 

Not a Chance

 

I like the idea of the 60 to 90mph runs while monitoring ICP and duty cycle and where it settles in, would this be a preferred method?

 

Your IPR duty cycle is not maxed out there. Is that the highest it reaches?

 

Yes those are max numbers for the 45-90mph run..peddle on the floor

 

Like Curtis said. Your IPR is not maxed out. That means you could get more ICP out of your current HPOP if the PCM called for more pressure.

 

Exactly. When I thought I was having hpop issues my icp was around 1800 and dc at 97-98%. With my "new" stage 1's I get 2800-2900 in 120 race and 45-50% dc. With my original pump.