Roland just drove it a week or so ago. He thought my 80e tune felt like what a stock tune should feel like and the 120race felt like a 60-80e tune. He didn't know what to think when I threw it in the mod stock tune.

 

I'll be curious what difference (if any) the BTS tunes make. Hopefully a BIG difference.
I can't recall what tune I drove your truck in, prob 80E, but I remember it feeling like my truck in the stock tune. I thought you had this whipped a while ago.
We have to get to the bottom of this issue before you end up in a white jacket that zips up in the back...

 

Wow haven't seen you on here in a while. Hope you get your truck fixed. Its sounds like its possessed.

To the other guys that posted about phone numbers on here, its no diff then having your name, number, and address in a phone book. At least here its just your display name and maybe a city. Were all family and help look out for one another.

 

i did not know you put another engine in the truck? what happened to the 97 block you got.

 

I parted it out. I had my engine bored .020 over. I went on a wheeling trip with my jeep and it got real cold that night. So I left the truck running all night long on high idle. When we woke up it was shaking a lil and didn't pay it much mind, when I got out to get dressed, the smoke was ridiculous. So I reved it up a lil to clear it out but it continued to smoke. I knew something was wrong a quit driving it. I already had planned to build a shop and decided I wasn't gonna work on the truck till the shop was finished. A lil over a year later I got back on the truck. Upon tearing the engine I found the #8 cylinder had washed and when the pistons came out #8 had the rings broke. They were all still in the piston though. The rest of the cylinders just looked polished, couldn't even see the hash marks on the walls in spots. Way back I had done a comp test and the #8 was 290# so I'm guessing the rings had prolly been broke, just letting it idle that night it couldn't burn off the fuel and ruined the cyl. When that comp test was done the other cylinders wet ranging from 320-345lbs.

 

As discussed last night:

 

Well I just learned a huge lesson, never start a post you don't plan to finish! I just opened my phone after typing a fairly lengthy post and bang, automatic page update. By by post. Next time I start a post that I may not finish will be in my notes! Then copy and paste!

 

An update
So rich and I discussed monitoring some info on the AE. I finally got a chance to do this last night. I was looking at the map, ebp, and the intake something or another. They read all within .75 of each other. The ebp was actually reading higher by the largest percent. This is with the truck off. Once I started it the numbers were even close together. The other things I looked at was the ivs and the acc pedal position. These bother me the most. Truck running or not, the ivs isn't activated until the app reaches 20%, the pedal in its neutral position is at 12.62%. The percent it takes to begin to accelerate or change engine tone doesn't happen till 22%. That sure does seem like a lot of wasted pedal considering it only goes to 80%! Yes some have said the pedal assembly may be bad. I feel that I've taken the necessary steps to eliminate that as the issue though. I have a donor truck that happens to be one of our company trucks, same year, auto. I have ran AE on both trucks side by side and found the pedal on the test truck is way more sensitive, so I decided to swap the pedal assembly. Did it and got the same results as before, my truck was still taking more pedal to get the truck moving. I figured the only other thing that would contribute to this was the PCM. Swapped those and again, same results. This partially why I called out Cody, is there something else controlling the app? Does any of this even matter? I'm getting hung up on this as being a problem. Thinking that with my foot needing to be down on the go pedal so far that the truck may actually think it's under load.
Another example of a possible relation. When I'm cruising and I have the truck in stock when running around 55-60 it will almost never shift into od unless I let out the throttle and then slowly ease back into it. Im a little scatter brained right now so I'll just let y'all ponder on this a bit.

 

I found two pieces of information: The IVS is part of the TPS assembly on the newer version of our truck, and the IVS is separate on the older version (above throttle, to the left... and it is adjustable). I also found this excerpt:

No throttle response, engine idles only, DTC's P0220 or P0221; Vehicle jerks in parking lots, especially manual transmission:
Idle Validation Switch.
The IVS tells the PCM that the accelerator pedal has returned to the idle position. Even if the pedal is fully depressed, if the IVS remains off, the engine will only idle. Watching the IVS and AP data stream, the IVS should switch on below 1.41 volts according to Ford. Navistar spec is 0.2-0.3 volts above base AP voltage. If the PCM sees the Accelerator Pedal sensor voltage increase with out the IVS switching on, it may set a code. The IVS and AP sensor cannot be replaced without replacing the entire pedal assembly. If the IVS switches on at too high of a AP voltage, it can cause the truck to buck at low speeds as the IVS cycles on and off as the driver tries to control his speed. The only way to correct this is to first loosen and turn the AP sensor to reach the lowest possible voltage reading on the scan tool and retighten. Then bend the IVS stop to adjust the on/off point to 0.2-0.3 volts above the base AP voltage reading. Note: There have been cases of lack of throttle response and the above codes which were caused by the PCM not recognizing the IVS "on" signal. Replacing the PCM corrected the problem.

 

I just checked the same PIDs on my (stock) truck, and here is what I got:




So if your running test was just at idle, then we have essentially the same results. At higher RPMs, the numbers separate.

 

Interesting. Lol

 

Was it at operating temp?

 

Tps checked out so I'm doing some data logging monitoring the things mentioned above. I'm leaving tomorrow at 3 pm for two weeks so hopefully I will have the results to share and a little feed back before I leave. For a heads up I'm logging towing my trailer and tractor. Between the truck, tractor, and trailer it's prolly 26,000lbs. I know it's a decent load but loaded or empty I have something going on, thought the load may amplify it and make it stand out a little more than empty.

 

Loads have a way of making some problems show their head better!

 

I looked at the data and conveyed the key information to Bulla via email, but here is some of the grit:

The stock program is uber-anemic when the Engine Oil Temperature is low. I don't know what happened, but something is amiss in there (a typo in the program or a bad load?).

Once the Engine Oil Temp is up, the tune looks like it's trying to dial down the power a little, in an effort to make the AC 160/stock injectors simulate stock power. It's possible the tune is dialed back a little too far (when warm), and the tune needs a tweak.

If Dave had a F8, the stock tune would have likely been adjusted by email after the first test drive. With an F5, tweaking involves yanking the tuner and sending it in - down-time... or driving with a stock tune on hot sticks.

26,000 pounds is too much GCWR for a 350 with a 3.73 rear end and running in OD with 80E... in my **** opinion. The only time I ever drove that heavy was with a Cat 3116, and the truck was geared/equipped for that kind of load. I yield to the expertise of you heavy haulers.