Turbo ordered 364.5 sxe
#91
04-09-2018, 07:59 PM
One of these days I’ll get down you way and take you for a ride.
Edit: My mistake, it was 24k...
#92
04-10-2018, 07:16 AM
Fleet Owner
My concern is not valid based on the video and experience of Brad and his friend because I don't and won't have large hybrid injectors. I am more in line with Brandon or Akcooper9 because they are running stock or close to stock injectors. SRBF150 is running 180/80 (I believe), so he is still a good deal higher in boost than what I should expect.
My concern is that I would be pushing too much boost and cause detrimental harm to the system. I feel comfortable hovering around 30 PSI of boost with peaks up to 32-33 for short periods of time. But, I am not comfortable with getting up to ~40 PSI and certainly not comfortable with sustaining 40 lbs when towing.
I know that boost is related to the exhaust being produced which is related to the injector size. My thoughts are that the largest injector I will install would be a 160/80, but if the T4 performs as I need it to, I might just stick with OEM 140/0.
Thinking to do, but this is a good problem to have.
My concern is that I would be pushing too much boost and cause detrimental harm to the system. I feel comfortable hovering around 30 PSI of boost with peaks up to 32-33 for short periods of time. But, I am not comfortable with getting up to ~40 PSI and certainly not comfortable with sustaining 40 lbs when towing.
I know that boost is related to the exhaust being produced which is related to the injector size. My thoughts are that the largest injector I will install would be a 160/80, but if the T4 performs as I need it to, I might just stick with OEM 140/0.
Thinking to do, but this is a good problem to have.
#93
04-10-2018, 07:28 AM
My concern is not valid based on the video and experience of Brad and his friend because I don't and won't have large hybrid injectors. I am more in line with Brandon or Akcooper9 because they are running stock or close to stock injectors. SRBF150 is running 180/80 (I believe), so he is still a good deal higher in boost than what I should expect.
My concern is that I would be pushing too much boost and cause detrimental harm to the system. I feel comfortable hovering around 30 PSI of boost with peaks up to 32-33 for short periods of time. But, I am not comfortable with getting up to ~40 PSI and certainly not comfortable with sustaining 40 lbs when towing.
I know that boost is related to the exhaust being produced which is related to the injector size. My thoughts are that the largest injector I will install would be a 160/80, but if the T4 performs as I need it to, I might just stick with OEM 140/0.
Thinking to do, but this is a good problem to have.
My concern is that I would be pushing too much boost and cause detrimental harm to the system. I feel comfortable hovering around 30 PSI of boost with peaks up to 32-33 for short periods of time. But, I am not comfortable with getting up to ~40 PSI and certainly not comfortable with sustaining 40 lbs when towing.
I know that boost is related to the exhaust being produced which is related to the injector size. My thoughts are that the largest injector I will install would be a 160/80, but if the T4 performs as I need it to, I might just stick with OEM 140/0.
Thinking to do, but this is a good problem to have.
#94
04-10-2018, 07:34 AM
Fleet Owner
The 1:1 is key and having that as close as it is on the charts from Brandon is great news. Although, as you know too much pressure (boost) can be as bad as too much heat (EGT).
Finding that happy medium between efficiency and power is what we strive for. The T4 seems to be the right kit, just need to be sure it will work for my application before jumping in.
I am curious what Bonanza has to say about the advice from Jason as well. If Bonanza is unable to recall some of the details, I might try to hit up Jason via text and see what his thoughts are. He is very knowledgeable about these trucks, especially the ZF6.
Finding that happy medium between efficiency and power is what we strive for. The T4 seems to be the right kit, just need to be sure it will work for my application before jumping in.
I am curious what Bonanza has to say about the advice from Jason as well. If Bonanza is unable to recall some of the details, I might try to hit up Jason via text and see what his thoughts are. He is very knowledgeable about these trucks, especially the ZF6.
#95
04-10-2018, 11:22 AM
To echo AKCooper, I usually am in the 10-15psi range towing, there just isn't a need for more most of the time. I have seen 30 pulling the Appalachians but that's probably unnecessary :-) I see 40psi on the street shredder/cummins killer tuns pedaling the truck but I don't run either of those very much. Pretty much use the daily eco tune and get about 16mpg. Heck, the daily eco tune barks second gear which is fun.
#96
04-10-2018, 12:07 PM
Fleet Owner
#97
04-10-2018, 12:45 PM
[QUOTE=The Brad;17916157]
I believe he has a 28-30ft travel trailer, but in that video, he was hauling a load of coal. He sent me a pic of the scale as he weighed out and it was 24k+.
One of these days I’ll get down you way and take you for a ride.
Edit: My mistake, it was 24k...
One of the days we'll have to get together. Sous, it would be better to contact Jason direct. I just remember he didn't recommend the 238/80 or 100 nozzles for towing. Maybe with enough boost you can make it happen. But like you said, he builds a lot of these trucks and gets to try out a lot of things. I plan on towing 15K or more when we start traveling so i'd like to stay in the range for good tuning to do so.
I believe he has a 28-30ft travel trailer, but in that video, he was hauling a load of coal. He sent me a pic of the scale as he weighed out and it was 24k+.
One of these days I’ll get down you way and take you for a ride.
Edit: My mistake, it was 24k...
One of the days we'll have to get together. Sous, it would be better to contact Jason direct. I just remember he didn't recommend the 238/80 or 100 nozzles for towing. Maybe with enough boost you can make it happen. But like you said, he builds a lot of these trucks and gets to try out a lot of things. I plan on towing 15K or more when we start traveling so i'd like to stay in the range for good tuning to do so.
#98
04-10-2018, 12:49 PM
Fleet Owner
Bonanza, I misunderstood your words you had written. I thought you were saying that Jason did not recommend the T4 setup, when you were speaking of the 238's. I have his number due to the work he did for us last year. Jason was a stand up guy, very honest and was kind enough to squeeze in our truck between projects.
This has been a great thread for a lot of reasons. Keep the information coming.
This has been a great thread for a lot of reasons. Keep the information coming.
#99
04-10-2018, 12:53 PM
#100
04-10-2018, 12:55 PM
#101
04-11-2018, 09:05 PM
#102
04-13-2018, 08:26 AM
Sound clip for Sous
Tried taking of a video during "normal" driving this morning. This is in a Swamps tune. First thing I noticed is the engine seemed quieter than yesterday with a Gearhead tune. I did not think the turbo was noisy because the engine was loud. Slowing down for train tracks then up a little hill in OD. computer has no speakers so I haven't listened to it yet so I'll let Sous be the judge.
#103
04-13-2018, 10:40 AM
Fleet Owner
#104
05-07-2018, 11:24 AM
Posting in both threads.
Tuning
I was running one of the swamps "Light tow2" tune 99% of the time #9 on my hydra. It is similar to the 1023 "Light tow / economy" but I feel it has more power at lower rpm. I actually thought I was in the 1023 but realized I was not 100 miles into my trip.
I tried my 1023 "Light tow / economy" tune which I want to ask Dusty about but was waiting to tow with it first. I am going to see if he can give me a little more power below 2200 rpm without causing problems.at higher rpm it is equal or maybe better than the swamps.
Also ran the Gearhead "Tow economy" tune for a minute and it was comparable cruising down the road at 65.
All seem to do the job well just a little different. I was using light towing tunes. I see these advertised for towing around 10k or so. My camper is 14k, I'm 24K combined, and less aerodynamic than a brick. I never used more than 67% throttle unless I was messing around. I am driving to get where I am going and home not drag racing, well except for an on ramp or two.
Driving
55 speed limit 2 lane roads. I was shifting into 5th about 55 when I was driving 55-60 (1800-2000 rpm). That was pretty flat road. egt was 1000 to 1100 most of the time but would go to 1200 depending on acceleration, small hills, and wind. I did not feel I needed 4th but want to figure how to compare fuel mileage between 4th and 5th at 55-60 mph.
I wonder if the mpg in torque pro could be used. I know it is not really correct but it may tell which gear is better for a given speed. I am thinking cruising along in 4th maintain 55 and see what is says for mpg than shift to 5th and see what it says.
I did hit 1250 egt once. I had to slow down for a car making a right turn off the 2 lane in 5th and should have shifted to 4th but wanted to see what would happen. I was accelerating from about 1400 rpm in 5th when I hit 1250. (operator error or scientific research)
70 speed limit interstate. More power up the hills at 70 (2200 rpm) than 65 (2000 rpm) less egt too. No problems with either. Between 2000 and 2100 it really starts to take off and go. 1200 egt accelerating up a rolling hill from 60 to 65 passing a semi. Got stuck behind a few on the 4 lane as I was really watching traffic after I lost my turn signals.
I had a good headwind or crosswind more than half of the trip.
Random
Intake air temp was high. Around 130-140 most of the time. MAT around 110. I need to make a new box around my filter to keep some engine heat away. I had one but did not put it back on yet. It worked well but was crude so I want to do better this time. As I got closer to home outside air temperature dropped and so did AIT/MAT/EOT/EGT.
I only logged data 1 time. I was exhausted and just driving. Truck ran awesome the whole time. I should have filled up with fuel for the trip home and drove in a different tune or used 4th for the 2 lane roads to compare but thought of that just now.
I was running one of the swamps "Light tow2" tune 99% of the time #9 on my hydra. It is similar to the 1023 "Light tow / economy" but I feel it has more power at lower rpm. I actually thought I was in the 1023 but realized I was not 100 miles into my trip.
I tried my 1023 "Light tow / economy" tune which I want to ask Dusty about but was waiting to tow with it first. I am going to see if he can give me a little more power below 2200 rpm without causing problems.at higher rpm it is equal or maybe better than the swamps.
Also ran the Gearhead "Tow economy" tune for a minute and it was comparable cruising down the road at 65.
All seem to do the job well just a little different. I was using light towing tunes. I see these advertised for towing around 10k or so. My camper is 14k, I'm 24K combined, and less aerodynamic than a brick. I never used more than 67% throttle unless I was messing around. I am driving to get where I am going and home not drag racing, well except for an on ramp or two.
Driving
55 speed limit 2 lane roads. I was shifting into 5th about 55 when I was driving 55-60 (1800-2000 rpm). That was pretty flat road. egt was 1000 to 1100 most of the time but would go to 1200 depending on acceleration, small hills, and wind. I did not feel I needed 4th but want to figure how to compare fuel mileage between 4th and 5th at 55-60 mph.
I wonder if the mpg in torque pro could be used. I know it is not really correct but it may tell which gear is better for a given speed. I am thinking cruising along in 4th maintain 55 and see what is says for mpg than shift to 5th and see what it says.
I did hit 1250 egt once. I had to slow down for a car making a right turn off the 2 lane in 5th and should have shifted to 4th but wanted to see what would happen. I was accelerating from about 1400 rpm in 5th when I hit 1250. (operator error or scientific research)
70 speed limit interstate. More power up the hills at 70 (2200 rpm) than 65 (2000 rpm) less egt too. No problems with either. Between 2000 and 2100 it really starts to take off and go. 1200 egt accelerating up a rolling hill from 60 to 65 passing a semi. Got stuck behind a few on the 4 lane as I was really watching traffic after I lost my turn signals.
I had a good headwind or crosswind more than half of the trip.
Random
Intake air temp was high. Around 130-140 most of the time. MAT around 110. I need to make a new box around my filter to keep some engine heat away. I had one but did not put it back on yet. It worked well but was crude so I want to do better this time. As I got closer to home outside air temperature dropped and so did AIT/MAT/EOT/EGT.
I only logged data 1 time. I was exhausted and just driving. Truck ran awesome the whole time. I should have filled up with fuel for the trip home and drove in a different tune or used 4th for the 2 lane roads to compare but thought of that just now.
#105
05-21-2018, 09:13 AM