The top graph is the first WOT log since adding the 38r, T500, New EBP sensor and tube and is using the 80HP Daily Driver tune native to PHP.

The bottom graph is pre 38R (stock turbo RR billet wheel), T500, EBPV tube but with the new EBPV sensor and using the TW street tune.

Comments?

 

It looks like less IPR and ICP to do the same thing. Other than tuners and my 160/30's, I have a very similar set-up.

 

Obviously boost fooler is working...hehee.

Less fipw too. That is usually a good thing.

 

What is the real boost? Low 20's is to low, like Jason said, boost fooler must be working or you don't have one.

 

I am using the RiffRaff Map regulator (boost fooler) thus the boost according to the torque app is holding at 23.3psi. In the top graph with the 38R, I would estimate the boost mostly around 27psi. I saw a peak of about 37psi for a moment...I wasn't staring at the boost gauge too long. EGTwas upper 1200's.

The graph under it was about 25 and 30psi IIRC. It would be great to have the true boost values.

This is like comparing apples to oranges with different hardware and tunes but it's still illustrates what feels like two completely different driving experiences. The top graph setup drives very smooth and pulls all the way to 3200rpm. The bottom graph pulls hard initially and then falls down.

 

Sounds good, what injectors, stock? I don't see them listed either.

 

Look at the ICP and FIPW in the bottom graph. I looks like FIPW is approaching 6-7mS and the T500 can't keep up. This does not mean that the HPOP is bad. It means the the FIPW that is being commanded is way too high. As a rule of thumb, as RPM's increase, FIPW should even out to the point that at 3000 rpm's, FIPW should not be above 3.0 mS. There is a case for FIPW to be a bit higher than 3.0 mS in the lower rpm range...you'll need Pocket or one of the other tuners to explain this.

In the top graph, it looks like it is still being commanded above 3.0 mS at 3000+ rpm's.

Both graphs show a spike in ICP when you let off the throttle, the mS drop, and the HPOP then catches up before the IPR can respond.

Would it be possible to give us more detailed info on FIPW in the top graph as it is hard to tell where it is exactly.

Were EGt's higher with the bottom tune?

 

Stock injectors for now. Getting close to adding some new PIS single shots (deciding on the size still) and few other goodies. Should help with camping season this year and the mountain passes.

 

Sorry it wasn't more clear, the bottom chart is the stock HPOP and old IPR valve as well as the old EBP tube and stock but recently rebuilt turbo with billet RR wheel.

The top graph recorded peak PW of about 4.23MS. The bottom was 6.5MS.

 

No problem.

The tunes in the top graph are a huge improvement; however, you may want to try different tunes until you find one that keeps you at or below 3 mS at 3000 and less as rpm's increase above 3000. The tunes that I am currently running accomplish that.

For your reading pleasure, if you have time and if none of the tuners weigh in, this will explain it better than I can.

The relation between Injection Pulsewidth and Loss of ICP - PowerStrokeNation : Ford Powerstroke Diesel Forum

 

That's fine and dandy except that those numbers limit a person (and calibration selection) to <50-60 RWHP increase on stock injectors. That's no fun!!!

 

Cody is being ironic there. I'll translate: The stock injectors are capable of about 60 HP above the factory tune - that's it. A common approach to tuning is to ask for more juice, make the throttle more twitchy in the process, and market it as a higher HP tune. Now the real irony: When a tune is that "hot", you get better 0-80 times if you back off the throttle a little! Don't take pixels on a screen as gospel - try it and log it.

Unfortunately, asking for more juice is a whole big step in the wrong direction - the injectors absolutely kill ICP when they are asked to go longer than 3 ms at WOT. With the ICP dropping, the IPR responds by climbing higher and higher - in a vain effort to raise the ICP in spite of the long FIPW. Once you let off the throttle, that IPR is still higher-N-hell, and the ICP jumps way up - I named that a Stinky Spike (nobody named it before me, so I called dibs). The IPR is slow to respond, so it takes a few seconds for things to settle down after a WOT run. You can see the Stinky Spike in both runs after throttle let-up.

The reason we can get away with a longer pulse width at lower RPMs is two-fold:

1. The ICP is lower, and the amount of fuel injected in one cycle depends on a combination of pressure and time - like it does with your garden hose.
2. The pistons are moving slower, giving you more time to burn the fuel injected.

If one were to ask "what's the big deal about 3 ms?" - I'd point out the piston swings 90 degrees in 3ms at 3000 RPM. What freaking good does it do to keep adding sauce at a fleeing piston with a head-start - taking all the compression with it?