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100% sure it's the pan. Been patching it for a few years now, and dipstick flange is dry. I don't want to get deep into this, but I'm either going to try the pan saver from Damion Diesel, or there is a local shop that has had a lot of success cutting the cross member. The engine has been in the truck for 17 years, in the rust belt...no pulling it until I'm ready to do a full rebuild.
I'll plan on doing the cody test in a couple weeks when I get back from vacation. Don't want to mess with it until then, with my luck I'll bust a HPOP fitting or something and kill my ability to pull the camper. TBH the truck feels like it pulls better than it ever has so I will be surprised if there is a HPO leak after all the R&R. Stranger things have happened I suppose...
Had to run into town so I put it on stock tune and grabbed a quick log. Got in a WOT pull to 50ish, and something is definitely wrong. Struggled to make 10psi and was a DOG. HPOP maxed out at under 700...
If I'm reading that CSV log correctly the max IPR is a yawn inspiring 30%. Did you log some WOT in there? Getting a solid 2200 PSI out of that, but duty cycle on the IPR should be greater. Have you checked the usual ICP sensor and IPR issues? Wet with oil, tin nut snug, etc? Engine looks cold, EOT starts at 103* ends at 166* 7 minutes later. PCM might be limiting the DC due to that.
yes, there was WOT in there. It felt about as yawn inspiring as it looks in the log. I haven't checked any sensors. Even after the truck fully warmed up it behaved the same. Whats odd to me is when I put it back on the hot tune it feels like it runs so much better.
Either of those FIPW formulas work fine - they just change the scales between milliseconds and microseconds. 2400 microseconds equals 2.4 milliseconds.
Now I want to see the throttle position sensor, knowing that the IPR and FIPW were so low on a tune. Unless the chip does a bunch of trickery on the sensor inputs, those numbers should be more like 3000 microseconds for the FIPW and the IPR should reach for 3000 PSI ICP. It won't make it, but it should reach for it.
A bigger HPOP always helps a truck on DP Tunes. This is not a declared judgement on DP, but the tunes demand more out of an HPOP than many of the other tunes/tuners I've seen. I have also seen mainstream chips utilize the same fueling strategy (I think I recall BullyDog was one of them, but I can't remember - maybe it was SuperChips).
I'd look under the throttle to see if it has the economy mod (a block of wood). Do you have an aftermarket floor mat?
Awesome, I'll grab that 7.3 PID file and run with that. I'll add TPS to the log and get some data. I do have some aftermarket floor mats, but I doubt it is restricting the WOT position, I'll check though.
I'm towing the camper a few hours tomorrow, any value in logging that? I won't be running in stock tune the way it is now, so not sure of there is value in those logs.
Logs under a load have created some real "Aha!" moments in the past - it can't hurt to log. Since you'll be logging, you'll have your software up and can include it in the dash scan. This is a good way to learn what's "normal" on the vehicle.
My strategy with virtual gauges on a tablet: Like talking about geopolitics to a 7-year-old girl with a Barbie in her hand, it's super easy to slip into TMI (Too Much Information). I have no more than 6 gauges on a screen, and I use multiple screens. This has the added benefit of leaving enough space for each gauge to be much larger and more legible. The transmission screen has the clock on it, because there was an empty slot.
Aside from fewer gauges on a single screen, I stripped all visual distractions from the skin, the bezel, the gauge faces, etc.... Just the facts, ma'am. I also set the most obvious indicators for the gauges, maintaining the "fast and easy to see" motif. Remember... the logging and alarms should be set to really watch the gauges - you just need to quickly glance at the screen during a gauge sweep. A cluttered screen overwhelms the eyes. I also did what I could to match the appearance of my ISSPRO EV2s, and I always use 270-degree sweeps for obviousness yet again.
well, back from the vacation. Unfortunately I forgot my phone charger so I couldn't log the trip. What I did observe was the truck is obviously down on power. Even on the hot tune the truck would struggle on the steeper incline stretches, to the point I would have to kick off O/D to maintain speed. EGTs were steady around 900-1200 and trans temp held around 180-200.
My buddy said when I was parking the camper in the spot next to him he smelled burning oil...I'm going to do a Cody test next weekend. Not sure how brand new o-rings would be leaking, but i don't know where else burning oil would come from.
So I was poking around under the hood replacing fluid caps (power steering, oil, degas, etc...) and installing new hood struts when I noticed a stray hose not hooked up. Can anyone guess what it was?
spoiler: It was the MAP sensor hose that goes to the spider...Apparently I just plugged the boost gauge into the nipple on the spider instead of the MAP line.
Hooked it back up and went for a test drive. OH MY GOD. On stock tune it was faster than it was on hot tune before...
Couple logs attached, one from stock tune one from 100hp tune.
the log ending in 57 is the hot tune run, the other log is stock.
After test drive on stock tune. I actually saw HPOP hit 2600 after I stopped logging.
I've experienced that myself, but completely forgot about it. Without boost, the engine is in a constant state of defuel - to prevent burning up the engine. If you want to know how diesels ran before turbos, disconnect your MAP tube.
Your "performance" tune is kickin' yur *** - as is whatever is taking down your ICP. If it is iron-clad that there are no internal oil leaks (pass Cody test, clean fuel filter), then a T500 shoots directly to the top of the list - right after you yank that tuner. I know the tuner has spunk, but it's doing it in a way that leaves a glass half-full on the table.
yeah, I had a IC boot blow off once, got a feel for pre-turbo diesels then, no fun, lol.
It's odd that on the hot tune the truck still made almost 20psi of boost. Since the MAP was unhooked it just wasn't getting any fuel. Scary thinking about how lean it must have been while I was towing the camper 4 hours...
Fuel filter is brand new, and I'm confident it will pass the Cody test this week. From my understanding the Cody test is just a leakdown test of the HPO rails right?
It's sounding like I need to get the T500 and send this tuner to DP for some better tunes.
Seriously, thanks for all the help so far, feels like I'm actually making some progress now.
