Which means there is absolutely nothing wrong with it.


The reason you have reduced oil pressure is because of what the tuning on the chip is "asking for". My first post on this topic explains what's going on and you'll drive yourself mad replacing part after expensive part and NOT "fix" any problem because there isn't a problem. It's simply the nature of the beast.

 

If the chip is too demanding of the system, your ICP will drop and the IPR will climb. It sounds like Bully Dog puts a 65% limit on the IPR, since it flatlines there. If cleatus12r says the Bully dog is not fooling the PCM with a faux ICP reading, then I'd put good money on your ICP really tanking with that IPR at 65%. I've seen a lot of data from AE and Infinity (I have garnered great gobs-o-graphs) and the ICP/IPR issue is common on what I refer to as a "hot tune". I say hot because it's overly demanding and the EGTs invariably spike when this situation occurs.

Here is a graph of another truck with the same problem you describe (ICP DC = IPR):





Here's a sample of data taken when trying to figure out why the ICP falls and IPR climbs.




This is a stock truck and stock tune (with big air intake and red line capped off):

 

That's Ford's value. BullyDog never changes it. Minimalist approach. That's why I don't understand why any MAP "fooling" has taken place on Shake-N-Bake's stuff.

 

Take it with a grain of salt, its still "early" to me hear in the westcoast, but Cleatus, you say'n, these Vikings are running nothing more than a glorified 10k mod? I think i came across one of your "post" WAY BACK in the day, and you were "looking" into this, so called 10k mod.

 

That's right. I personally run programming in my F550 Service truck (17,500 GVW) that does nothing more than increase injection pressure a little bit and it turns that turd of a vehicle into a sports car. I never have to worry about it getting hot, it doesn't smoke save for a slight haze when rolling into it above 1600 RPM (no smoke below that RPM as it's essentially stock programming) and then it clears up. The best part is that the pulse width is left stock so I never have to worry about that harmless P1211 code.

I did the same thing to two others at work as well....One tows a trailer that weighs upwards of 17,600 by itself carrying a mini excavator and culverts while the other is for a guy that wanted another feature added to the programming......but that's a secret. The one that carries the mini-ex is also an automatic .

Three others run "traditional style" calibrations that alter pulse width as well because they never haul anything with their vehicles save for the 75-125 gallon fuel tanks on the flatbeds.

So yes, in a nutshell, I'm accomplishing in the tuning what others buy plug-in modules to do. It's not a secret, it's not rocket science, and it's not fancy....but it works and works well for what its intended purpose is (JUST LIKE ANY OTHER "resistor mod" to the injection control pressure system).