Pull the filter and do a run. I had a friend with AIS and 238 hybrids with an h2e turbo. He always complained it was a smokey pig. We popped the filter and did one hard run like that. He shifted over to an S&B set up and said it ran much cleaner. Then he started snapping rear axles.

 

did you look at that rubber "flap" to see if that blocking the snorkel partially like the guy in that thread?

 

That’s the weird thing. I feel it was LESS smoky with the AIS. The 6637 seems to smoke MORE at throttle tip in when slightly under the turbo.

The 6637 is back in for now so I can’t check how the AIS was fitted. Oh maybe you mean now with the 6637? Well I can check but the 6637 should be getting plenty of air from all around.

 

On our way home today from the campground I logged FORScan data again. The ambient temperature was 93-96 and when I glanced down at the IAT and MAT gauges on the tablet, they looked to be a good 20 degrees cooler on both of them. I did not have the AC on this time, so I am sure that contributed to a lower under hood temperature reading. I will post screenshots and graphs when I get time later.

 

Screenshots as promised. Again, this was with the AC OFF and ambient temperatures 93-96 on the interstate with a 6637 filter and the IAT sensor wrapped in plastic and tucked under the fuse box just like the previous readings were taken. Nothing else changed...

 

Sous, looks like the IC takes the MAT to around 20* above ambient. At least with the SXE. This is interesting to know.

So I’ve put the 6637 in and towed to the track. Hopefully more discussion on that when I have more time. Current situation is I just lost by -0.0024 seconds due to a breakout.



Finally made it to the track. Even have the truck shined up.


Oops a little too quick. 0.0024 seconds too fast. 0.0029 seconds between the cars at the finish line.



So I did a rough install of a vacuum gauge to monitor intake filter restriction. Had planned on getting this setup last night but was too tired after work so did it between rounds at the track. Only issue is I can’t get a hose clamp on the upper portion at the CCV port. It’s tight quarters but the boot is hanging over a bit not helping my situation any. I was too lazy to take the CCV tube off and reposition the hose. It fits pretty snug but I might throw a zip tie on it for good measure before heading home.

Using the CCV port for a vacuum gauge install. The hose is a bit further from the manifold than it looks but I’m hoping it’s far enough.

Rough install but will work to gather some data.

My expectation is to barely see any movement while running the 6637 filter. This will gather baseline data for comparison to the AIS, and possibly the AIS with fender mod.

 

Double post

 

I agree and I am looking into it. But, the truck runs great, starts great, has no power issues, holds 65 MPH up a grade towing 12,000 lbs. The injectors are 255,000 AD injectors. Even SSJ can attest to how well the truck runs.

Each time the IPR% was above 65 and sometimes near 90% it was on cruise control going up a long somewhat steep hill. The first set of screenshots were on the PHP 80HP tune and the second set from yesterday were on the PHP 65HP tune.

Again, if I hadn't run a data log I would not even be looking into it. At this point, I don't think there is much I can do because if that is what the tuning is calling for and the truck runs great, then so be it. I know this sort of thing is referred to as "stinky spike" coined by Tugly, but the truck runs great and I am not seeing any performance losses or smoke or anything.

The truck applies throttle on cruise control and then let's off as the hill or grade is crested. I would never know the IPR is that high as the performance is good and steady.

EDIT: I will do some research, gather examples and draft a post up to create a new thread. I don't want to take anything away from Jason and his work he has accomplished in this thread. I need to get my ducks in a row though as I am about to post information that is very contradictory to what we have been taught, we have learned and what we have seen time and time again. Stay tuned!

 

That is your 65hp tune calling for 3.5ms PW? Interesting... I’ll wait for your post to further pontificate about your discovery - but, now I’m interested in tracking IPR DC over time. (like 100k miles)

In theory, as the injectors and HPOP wear - there will be increasing DC as the volume needed increases to compensate for looser tolerances. Eventually, the pump is no longer able to keep up (like my last HPOP) and DC will max out without meeting the demand and ICP falls to the point of reduced power.

I prefer to see DC stay below 40%.

Not familiar with the stinky reference, but big nozzles on small injectors is not recommended by many people.

 

I was wondering if this is what was going on - the result of normal wear - something we can monitor on our trucks before we start to see power loss.

The Stinky spike is what Tugly called the recovery of ICP after it dropped and IPR DC maxed out when letting off the pedal. It happened to him when using DP tunes, even with a T500, due to the tune asking for more PW at towing RPM than the HPOP could provide.


https://www.ford-trucks.com/forums/1...nky-spike.html

EDIT: I'm sorry for the diversion - this stuff interests me, but so does this thread - thank you, Jason, for doing this experiment.

 

Fellas, I am working on my own "Non-Stinky Spike" post in order to dive into what I have logged and screenshot with FORScan. I really don't want to steer this thread off topic because RacinJasonWV has done a lot of work and put in a lot of effort to answer some questions that the FTE has had recently.

Thanks for understanding and as soon as I collect all of the reference material and documentation, I will create a post for everyone to pick apart if they so choose.

 

I'd sure like to run the AIS if it would work well with a tow tune and T4/SXE combo up Steven's pass in WA pulling 12,000 lbs (future 5th wheel plans). Getting an idea what vacuum is acceptable should be helpful. Was hoping not to do the CCV mod to accommodate it though.

 

I only have a moment to spend on here for a quick update. So hopefully I can get it typed out coherently.

Sous, I tend to agree it’s probably best discussed in another thread but I also think I’m dealing with an ICP loss under heavy load. I’ve never watched the ICP so it’s all new to me. But what I see is it can maintain 2700 under a decent load. But if it is really calling for a ton of work the. ICP will drop into the 2100’s. I’ll try to refrain from sharing these items in detail in this thread but it’s hard.


So for the main topic. The 6637 Donaldson Blue worked as expected. Under all normal driving conditions the needle did not move more than a touch and was barely noticeable. I did do a harder acceleration and recorded for review but something happened and it didn’t record.
During this brief period I believe the gauge went to maybe 1 inHg. Under all normal conditions it was probably 0.25 inHg max.
This shows there is basically no restriction from the 6637 filter during normal operation. Everything is still hooked up so I will try to get some heavier hard run info later. I’m expecting about 1 inHg max.

Something I’m interested in learning is if the conditions that trip the FM (with AIS) are brief spikes or if it is a sustained restriction.

I’m expecting the AIS to have a constant vacuum and restriction in flow.
But then we will need to try and determine how much is acceptable.

So here are the results from the trip home.



Zero condition. Engine off.

“Max” condition while normal driving/towing. Approximately 0.25 inHg.

Conditions during the previous “max” photo. 64mph (corrected), 2500-2600 (depending on what gauge you believe, topic for later), 3rd gear LU, 20psi boost I believe this was the PHP 65hp medium tow tune.


I completely expect the AIS to show vacuum during the same condition. My guess is around 2.5 inHg.

 

Interested to see what the AIS does. Thank you for collecting this data, Jason.

"depending on what gauge you believe..." reminds me of Segal's Law: "A man with a watch knows what time it is. A man with two watches is never sure."

 

Could EGT be our guide as to what amount of restriction is acceptable? Assuming the T4/SXE combo with a 6637 allows us to pull hard with no risk of EGT hitting 1250 degrees, any restriction that approaches or hits 1250 sustained EGT is our limit. Not sure if the exhaust starts to get smokey before that point or not. One idea anyway.