Doesn’t make sense
Posting Guru
Joined: Sep 2014
Posts: 2,404
Likes: 3
From: Asheville-where weird is
So it looks like I’m changing gears on this, my injector pulse width is very high like 3.03 sometimes and used to never go over 2.4 . I’m guessing either my HPOP, ICP or IPR is screwed, any insight on what to check now, I rebuilt my HPOP last year for leaks and it was good up until now I guess.
3.03 ms FIPW is not that bad considering that some tuners write tunes that exceed 4-4.5 ms on a regular basis. Who wrote the tunes?
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More Turbo
Joined: Feb 2018
Posts: 504
Likes: 24
From: CT
Well, in order for us to help you diagnose this, we need more logged info from a WOT or close to it run: RPM's, ICP, IPRDC, MPH, BOOST, EBP, etc with approximate EGT's thrown in from time to time since you can''t log them with anything that I know of.
3.03 ms FIPW is not that bad considering that some tuners write tunes that exceed 4-4.5 ms on a regular basis. Who wrote the tunes?
3.03 ms FIPW is not that bad considering that some tuners write tunes that exceed 4-4.5 ms on a regular basis. Who wrote the tunes?
Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
I was about to ask why we were all over the boost numbers when it was an exhaust component that was replaced? You even mentioned suspicion of the EBPV, but no EBP numbers are provided to mate up with the boost numbers.
A full spread of PIDs will help to evaluate the performance of the truck, now that you allegedly have full air. Maybe your tune was pulling back on the reigns when it sensed low air numbers, but now it's spurring all the ponies since they can breathe. That's what Cody did for me... because it protects the engine in the event of an air leak. It's these little extras that separate the caliber of the tuners.
A full spread of PIDs will help to evaluate the performance of the truck, now that you allegedly have full air. Maybe your tune was pulling back on the reigns when it sensed low air numbers, but now it's spurring all the ponies since they can breathe. That's what Cody did for me... because it protects the engine in the event of an air leak. It's these little extras that separate the caliber of the tuners.
Hotshot
Joined: Mar 2012
Posts: 10,590
Likes: 382
From: Texas
I was about to ask why we were all over the boost numbers when it was an exhaust component that was replaced? You even mentioned suspicion of the EBPV, but no EBP numbers are provided to mate up with the boost numbers.
A full spread of PIDs will help to evaluate the performance of the truck, now that you allegedly have full air. Maybe your tune was pulling back on the reigns when it sensed low air numbers, but now it's spurring all the ponies since they can breathe. That's what Cody did for me... because it protects the engine in the event of an air leak. It's these little extras that separate the caliber of the tuners.
A full spread of PIDs will help to evaluate the performance of the truck, now that you allegedly have full air. Maybe your tune was pulling back on the reigns when it sensed low air numbers, but now it's spurring all the ponies since they can breathe. That's what Cody did for me... because it protects the engine in the event of an air leak. It's these little extras that separate the caliber of the tuners.
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More Turbo
Joined: Feb 2018
Posts: 504
Likes: 24
From: CT
I was about to ask why we were all over the boost numbers when it was an exhaust component that was replaced? You even mentioned suspicion of the EBPV, but no EBP numbers are provided to mate up with the boost numbers.
A full spread of PIDs will help to evaluate the performance of the truck, now that you allegedly have full air. Maybe your tune was pulling back on the reigns when it sensed low air numbers, but now it's spurring all the ponies since they can breathe. That's what Cody did for me... because it protects the engine in the event of an air leak. It's these little extras that separate the caliber of the tuners.
A full spread of PIDs will help to evaluate the performance of the truck, now that you allegedly have full air. Maybe your tune was pulling back on the reigns when it sensed low air numbers, but now it's spurring all the ponies since they can breathe. That's what Cody did for me... because it protects the engine in the event of an air leak. It's these little extras that separate the caliber of the tuners.
FTE Leadership Emeritus
Joined: May 2014
Posts: 27,355
Likes: 5,946
From: Lake Hartwell, GA
In the first video your EGT's seem really low.
In the second video your readings seem to be more of where they should be, but I would think that you should be seeing more boost. Although, you are running larger single shot injectors with a D66 turbo which is really a hybrid between GTP38 and GTP38R.
Where did you mount the EGT probe?
In the second video your readings seem to be more of where they should be, but I would think that you should be seeing more boost. Although, you are running larger single shot injectors with a D66 turbo which is really a hybrid between GTP38 and GTP38R.
Where did you mount the EGT probe?
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More Turbo
Joined: Feb 2018
Posts: 504
Likes: 24
From: CT
In the first video your EGT's seem really low.
In the second video your readings seem to be more of where they should be, but I would think that you should be seeing more boost. Although, you are running larger single shot injectors with a D66 turbo which is really a hybrid between GTP38 and GTP38R.
Where did you mount the EGT probe?
In the second video your readings seem to be more of where they should be, but I would think that you should be seeing more boost. Although, you are running larger single shot injectors with a D66 turbo which is really a hybrid between GTP38 and GTP38R.
Where did you mount the EGT probe?
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Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
I see the problem. You're used to babying the throttle and you've never seen an actual volcano on the gauge, where many of us have the opposite experience. I had one situation where the EGTs jumped over 1500 degrees F, and redline is 1250 degrees.
Let me go over that last statement. EGT redline is 1250 degrees, and going over that is not an issue - sustaining over 1250 degrees is an issue, because heat soak is the enemy. It takes a while for metal to build enough heat to melt. Worrying about 1000 degrees is akin to saying "Oh my gawd, my tach hits 2600 RPM now".
Let me go over that last statement. EGT redline is 1250 degrees, and going over that is not an issue - sustaining over 1250 degrees is an issue, because heat soak is the enemy. It takes a while for metal to build enough heat to melt. Worrying about 1000 degrees is akin to saying "Oh my gawd, my tach hits 2600 RPM now".
Thread Starter
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More Turbo
Joined: Feb 2018
Posts: 504
Likes: 24
From: CT
I see the problem. You're used to babying the throttle and you've never seen an actual volcano on the gauge, where many of us have the opposite experience. I had one situation where the EGTs jumped over 1500 degrees F, and redline is 1250 degrees.
Let me go over that last statement. EGT redline is 1250 degrees, and going over that is not an issue - sustaining over 1250 degrees is an issue, because heat soak is the enemy. It takes a while for metal to build enough heat to melt. Worrying about 1000 degrees is akin to saying "Oh my gawd, my tach hits 2600 RPM now".
https://www.youtube.com/watch?v=QrcYzM4ZCzs
Let me go over that last statement. EGT redline is 1250 degrees, and going over that is not an issue - sustaining over 1250 degrees is an issue, because heat soak is the enemy. It takes a while for metal to build enough heat to melt. Worrying about 1000 degrees is akin to saying "Oh my gawd, my tach hits 2600 RPM now".
https://www.youtube.com/watch?v=QrcYzM4ZCzs
Hotshot
Joined: Mar 2014
Posts: 10,750
Likes: 1,065
From: Douglassville, PA
You're fine with up to 1250 sustained.
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