It does seem to be a bit too smoky for the mods you've done. What is your ICP pressure and duty cycle when it warms up at normal idle? How about cruising and under full load? I had to have some tweaking done to get mine to idle smoothly and without "fuel loading". At that oil temp, timing is also affected. It's hard to judge by the parameters/conditions when the video was taken.

 

Chris I'm glad you got the turbo fixed and the new injectors in. Hopefully Jody will get the tunes dailed in. I hadn't heard much about Barber up until about 6 mths ago. But from what I am hearing and from your experience they seem like they are good people to deal with. So I am guessing you used Barber's 360* thrust bearing also. Did you have them balance the turbine wheel & compressor wheel? What compressor wheel did you go with ? You might have said and I missed it. If so sorry. I ask because I got a new BD billet 9 blade wheel from Roland and I was thinking of when I go to install it send it Barder and have them balance the turbine & compressor wheels as a unit and install a 360* thrust bearing. Actually I only have about 15k on the turbo since last rebuild. So maybe I'll just throw the wheel on and see if that helps first.

 

Once it warms up ICP is about 587 and IPRDC 11.8 eot at 177.
cruising at 55, 20.4 DC and 1236 psi.
The highest I could get it was about 50% duty cycle and 3000 ICP

Also the injectors seem noisy at idle.

 

I got Riffraff's billet wheel. He just balanced the turbine shaft when he built it since I already had the compressor wheel. Yeah I used the 360deg thrust bearing, It's supposed to make the turbo good for 40psi of boost. Riffraff and Barder sell the same wheel. It says "RDP/BTS 4X4" on the back of the wheel.

 

10-12-14 1st F250.xls

10-12-14 2nd F250.xls

Here's a couple logs from the drive home tonight. For your viewing pleasure.

 

For some reason, I am not able to open these files. Can you post them in a different format?

 

I'll bite.....

There should never, EVER be a scenario in which the pulse width is commanded to be 4mS when the injection pressure is 2800+ PSI; stock injectors or not (like your 160/30% in this case). That T500 is one hell of a pump though, I'll tell you that. If that's the "80E" program, my gut tells me that you're not going to see any difference in any calibrations that are advertised to make more power. Nice 3500 PSI spike when "lifting" at 54% IPR too!

 

10-12-14 2nd F250.pdf

10-12-14 2nd F250 - Copy.doc

Here's a couple other formats. tho they are not as easy to read in my opinion.

 

It's a stock pump, the T500 is on my other truck. I noticed that a couple times when the DC was over 45% and I let off it spiked. I'm guessing I'm gonna need a new pump? Though I don't normally drive like that, I was seeing how high my EGT's would get and how low my fuel pressure dropped.When I let off at 54% my egt's had just hit 1200 and my fuel pressure never dropped below 50psi.

It is 80E.

Are you still tuning for other people?

 

That's a really good stock pump! Excessive pulse width has been selling "big oil" (or "bigger oil") for YEARS for no reason. The only thing you'll notice with a different pump in this case is a little bit lower pressure regulator command and less of a pressure spike due to valve latency. 2800 PSI is nothing to sneeze at and it seems as though that's your upper limit in the tuning anyway since the pressure never exceeds that value. Your stock pump is just barely hanging on though....but it's not the pump's fault. There are MANY people out there with more power and "bigger" injectors running stock pumps......


Nope. The miracles of the internet have given a lot of people false aspirations and they expect things that just aren't realistic when dealing with vehicles using control and mechanical systems that are this antiquated. Besides, many people these days will blame tuning for a mechanically stuck-closed exhaust backpressure valve...even though the tuning was done a year ago with no changes to the operation of the backpressure valve from stock.

 

The secret's out. Everyone knows you can get 750 hp out of these engines with nothing but a PCM flash.

 

I was mostly referring to making a 200,000+ mile engine run and perform like a new one when the owner was enticed by the mileage and driveability claims of 400% nozzles by other people on the 'netz.

Ain't gonna happen.

 

Thanks for the input. I had a superchips programer with the stock sticks. Had tow safe, tow performance, and high performance. Never could get it above 45% duty cycle. I'll have to see if I can find the couple logs I recorded and compare them.

I'm pretty happy with the way the truck starts and drives, sotp feel anyway, just want no smoke. I want to try various tuners to compare, but I'm gonna wait until I get back from BTS with the other truck. I'm supposed to be able to load anyone's tunes on this new F6. So I'll give it a try.

 

I've been tending to family matters, so I've barely tapped in here lately. Now that I'm back, my inbox is full of data and I need some time to sort through it.


Without looking at your data, it sounds to me like you have a "Stinky Spike". I hate those. The most common SOTP symptom is you'll feel the power taper off with climbing RPMs, then you'll get it all back full-on with the shift. With a sustaining 3000 PSI ICP and 54% IPR - your HPOP is clinging on by it's fingernails - 64% is maxed out (factory), and the low 40s are optimal - I have the latter with 100% nozzles and a T500. Tuning will allow the IPR to reach 100% (I have that tee shirt in my collection), but if you need more than 64% to function, it's time to fix the oil system or the tune.


As for the air filter collapse, you can see a slight case of it in the picture of the Sceptre - that is a clear sign of intake restriction (or a knee or elbow smiting the filter). Without exonerating your tune for some of this, a really collapsed filter can lead to coal, higher EGTs, and turbo strain - or turbo damage in extreme cases. If I saw that under the hood of Stinky, Buck$Zooka blasts would begin (better filter or better knee guard).


I hear cackle on the passenger side, but that may or may not be addressable. All you can do is make sure the injector bolts are hot-torqued to 120-130 inch pounds, get the air out of the fuel, make sure there are no fuel restrictions in the line after the fuel bowl, and make sure the fuel pressure is above 45 PSI minimum at WOT. Beyond that, the rest is luck - or a lot of money/work to keep swapping sticks until you find quiet ones.


The DP tunes are typically louder than stock or stock-ish tuning - yet another tee shirt in the in my drawer. Jody can quiet them down if you wish.


Be very careful when mixing tuners on the same chip. If one uses a different base calibration from the next, you can stall the truck when switching - or the truck could even go runaway (it has happened). Experiment with new calibrations in the driveway, with your other hand on the key to shut it off if need be.

 

It's a bit of a "Stinky Spike" but not as bad as my other truck when I replaced my HPOP. It Didn't spike every time, but a couple. I didn't feel a power loss at higher rpm's, In fact is was still pulling pretty hard at 80mph - at night - on a county road - during deer rut. So that was plenty fast at that point.

The filter collapse is an "optical illusion" The filter is a little concave out of the box, magnified by my fat fingers trying to get the filter slid on. I'm not sure, but dont think I had even drove it yet after I put the filter on. That being said I think I'm gonna order an AFE filter. I cant find anything on the spectre other that it's the "fastest filter in the world" No flow data or even CFM rating.

Yes I did hot torque them to 120 inch pounds. I let the truck get up to operating temp and idle about 5 more min after that and re-torqued them. i have the warning light set to come on at 45psi on my ISSPRO fuel guage and have only had it come on once on one of the first trips after getting it going. It did not come on during the data logs I posted.

I did notice these are a bit louder than stock, especially at idle. I have about 50 miles on it now, I might get another video in the next couple days and see what you guys think.

Thanks guys.