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It's FIPW, it's FIPW, it's FIPW. If there is an internal oil leak, that can send the FIPW high, and that exacerbates the problem. If the FIPW goes too long on a healthy truck (my experience shows 3 ms for stock), then it kills the ICP and the IPR goes nuts to compensate. Here's a graph of a tuned truck pulling heavy up a steep grade over a mile or so. You can see where the driver gave more throttle and ICP went South. EGTs spiked in sync with the FIPW.
I can stay out of that tune, no problem. Rich, do you have any good files of a stock run from Saturday? The one I had on my computer is about 3 seconds long, and the one you sent me is only graphing about 10 seconds worth on my AE. Looking at it though my FIPW goes to just above 3ms and I am curious what to make of it? Like you said my IPR DC and ICP were good on the stock runs, but then why did the FIPW go above 3ms? Is that a normal occurrence?
Tugly (and anyone else) do you think my tune is completely at fault here then by pushing the FIPW too high?
e-mail sent, it only 20-30 seconds long since the connection to the OBD port kept cutting out. But we can still get a good representation of what's happening.
It's not that the tune "is at fault". It's more like your current setup can't give what the chip/tune is calling for with the stock split shot injectors & stock HPOP. So, some of the supporting systems are pushed hard to keep up.....This is what leads to an upgrade in the HPOP, turbo, or changing to single shot injectors........and keep in mind you've got over 200K on her already.
That doesn't mean you have to go dump loads of $$$$ right now. You can get the performance increase in the other tunes, but if you want to push her in the higher HP tunes she's gonna struggle to keep up and raise the EGT's along with it. That's why it's recommended to have a EGT guage - so you know when to back off.
recall the difference in the EGT's when you drove mine. In the daily driver they climbed slowly & topped out around 1050 degrees. But in the hot tune they continued to climb to 1200. The FIPW in the extreme tune is higher than in the other tune, fun to monkey around with once in a while but not something I drive around in all the time.
I don't think your stock setting FIPW data is off, but others might have some actual stock data to compare it to. My stock graphs in the past only show ICP, Duty cycle & speed. I didn't pay attention to FIPW till recently (Tugly).....
Your ICP & DC look fine in stock when compared to few other trucks I have stock data on. After digging through my laptop I found some old graphs of stock 7.3L's running 80 hp tunes from other tuners and they look very similar compared to yours....
I'll post them up & e-mail them to you as well.
Unfortunately I don't have any data from when mine were stock -
Hopefully others will post up their thoughts and data as well.
Here's Jesse's (Jesser02EX) Excersion's data log (stock) from last July. His show's the same ICP & Duty Cycle as yours. Climbs up to @2700 psi during the two "pink hills"" in the graph, maintains it with a duty cycle of 35-40%, supplying the oil pressure the truck is asking for. No check engine light since the ICP didn't fall 280psi Lower than asked for py the PCM.
Ron's PSD from 2008 ...... He's still around on the forums.
early 99, stock inj, stock tune but he upgraded to the 99.5-2003 17* HPOP.
The data is a little different but the concept remains the same. The ICP is maintained or increased when asked for and the duty cycle doesn't go above the high 40's.
Now let's get into the higher HP tunes that Tugly refers to as "hot tunes". To add to what Tugly stated, the ICP climbs up but can't keep up with the demand so the IPR keeps increasing to give more high pressure oil. It shoots up until it can't give anymore. Here is what it looks like in a graph that only shows ICP & Duty Cycle.
Here is Bulla's run with stock inj, stock HPOP in the DP 120 tune:
The ICP climbs above 2500 psi but she has a difficult time holding it and the pressure starts to drop, The IPR continues to increase duty cycle to compensate. But the stock HPOP can't keep up with the demand. So the check engine light comes on with the infamous 1211 code because the ICP dropped 280 psi below requested. Then as Rich pointed out in post #27 - the ICP spikes at the end --------------"PCM Surprised".
So, what does a person do next? We'll when the time is right and the $ is available an aftermarket HPOP (Adrenaline, T-500, Honeybadger, etc....) will do wonders for the high oil demand from stock split shot injectors.
But there are other options as well. Hybrid or single shot injectors require less oil than the split shots and the stock HPOP can better keep up with demand.
Here is an example:
Here is BigCat350's run with Hybrid Inj's (I can't remember which size) Stock HPOP & a 140 race tune.
The stock HPOP can maintain the pressure without the IPR going over 55%.
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