2 videos.. one of freeway 65mph at about 1800rpm and one of slow roll on at quarter to half throttle. thanks for any help. just replaced all hpop orings. i am in dp tune 60hp tow. stock gives code1211 all the time

 

I saw a FIPW of 3.44 but I could not tell what else was going on. Is the 3.44 justifiable? If so, why?

Can you have someone else hold the camera and hold it far enough away that it captures all of the data that is available?

 

Yea sorry about the shaking. Next time will have someone hold it. I don't know enough to understand these readings

 

Then a 3224 ICP but I could not read IPRDC.

 

If that -40* is in fact Water temp could you replace that with something else, especially if you have a 4R100.

 

So the icp is off?

 

Yep... not WOT. It looks like you hit very close to the sweet spot on throttle - maybe just a tiny bit more can be given. I know this test very well. How did it feel? Have you been able to time your 0-60 MPH with this method?

Your IPR landed at 44% with 3200 PSI ICP - bingo on my self-proclaimed "High Pressure Oil Index". It looks real good for your HPOP and injector O-rings.

 

Truck feels better then it has in years. I never timed 0-60mph. I'm too scared to hold it that long floored. But I will go now and try again at wot. Glad the hpop is good. Didn't want to have to pull it off again

 

So my ipr hit 53.29 at wot

 

Side note. There's an X Gauge to install to make your scangauge read ECT engine coolant temp. Instead of the -40

 

Thanks. I will look into it

 

I'm just bumping this up. Not sure if ipr needs to be replaced?

 

IPR/ICP numbers look fine, no worries. 65% IPR is generally considered max, you're not even close. Why replace a good IPR?

Turbo sounds nice too.

 

Ok so 65% is what a new ipr number should be

 

65% is max when starting, or when things go wrong while running. The reason the tuning keeps IPR down to 65% max is to prevent huge ICP spikes when you let off the throttle ("Stinky Spikes"). Some tuners allow the IPR to climb to 100% IPR, but I personally don't agree with this tactic. If the IPR has to go that high in an attempt to reach the target ICP, something is amiss.

Look at the 44% IPR to get 3200 PSI ICP. At WOT with 160/100s and a T500, I reach 3000 PSI ICP at 42% IPR. These are all very good numbers... but a bit overwhelming to follow if you aren't fluent in 7.3L-speak.




Same truck, same day: