Just did mine today. Also did the banjo bolts in the fuel line, removed both redundant fuel pickup filters, replaced pickup screen, and installed stiffer fuel pump mod spring for higher FP.

Results are excellent. Truck feels much peppier in normal driving. Throttle tip-in feels like turbo lag is cut in half. The truck starts faster. And when you put your boot down, it has appreciably better acceleration. If I don't let the turbo spool up, I do get a little puffy black cloud. Send it to AlGore.

All this with stock injectors. I'll go to 80% in the Spring.

Question: The 4R100 seems to somehow be aware of the IDM mod. Upshifts come later, and it's harder to get it to chuff along at 40mph in 4th. I really have to deliberately ease up now and let it go into 4th. It used to go in more easily. Does the trans interface with the IDM? Dumb question?

 

Cody would be a much better resource to answer this than I , but as I know it:

The shift timing is a result of two factors in the tuning - TPS and speed. If you are shifting later, it's more than likely that you are dipping deeper into the permagrin well (giving more throttle than normal driving).

When you started talking about shorter turbo lag and a peppier truck, those are all SOTP terms. You didn't show any before/after OBDII gauge graphs or 0-80 times. Some things can only be conveyed anecdotally, others can be backed up scientifically.

Anecdotally... my 140 IDM made my 160/100s sound smoother and a little more "stockish". This makes sense because the Fuel Injector Pulse Width is so narrow (compared to stock injector FIPW). One injector might take longer to pull in than the other with the stock IDM, and the higher voltage narrows the gap.

This should also slightly help with emissions, as it makes for a slightly earlier net Start Of Injection... but I have nothing to back that up.

Scientifically, I have nothing for anybody... even with all the OBDII and analog gauges with historical logs at my disposal.

 

Good stuff there, Tugly. Yes indeed, I'm a seat-of-the-pants guy often. The mechanic who did the work has done so many that he has a stock of prep'd parts on the shelf. He's fully OBD-capable but I didn't stick around this time to see the work (like I did when our V10 had a CEL).

But to answer your question, no I'm not routinely enjoying the loud pedal more. In fact, the truck moves out smartly on less pedal than it did before. I'm old enough to remember when ATs had a kickdown cable from the carb (or pedal) to the trans. That is obviously not the case here. The trans is getting input from the engine mgmt system. I'm just wondering how it seems to know that the motor is making more torque with less pedal.

What's more is this particular truck is getting the 34s take-offs from my 2017 KR (shiny chrome 20s, came with the LED headlights), so its effective gearing is going down (numerically) by about 9%. The added pep will offset that and make its 3.73 diff feel about the same again. The extra torque mid-range will fatten the feel on the rolling 70mph hills we have around TX.

 

I really didn't think they shifted to 4th till at least 45mph anyway. That wouldn't bother me at all.

 

Stock about 42, performance tune about 45, tow tune about 51... that's been my experience.

 

How was the IDM mod performed.... Soldered in diode or company provided IDM?

 

Soldered in mod. He keeps a stock of a few on hand, already mod'd. Same for the fuel pickup and fuel pressure mods.