I have a 2003 Ford F-350 6.0L PSD 4x4. I have this truck since it was brand-new, first things I did to it was installing an Edge Juice module, K&N system, and a 4" Magnaflow cat delete/turbo-back exhaust system. I kept hearing that the Edge system for a 6.0L is bad for them. Why? I have no issues with this setup even after it just rolled over 65k miles.

 

It's due mainly in part that the Edge is not capable of modifying the TCM strategies.. Therefore the Edge is pushing more power and not adjusting the Transmission.. For instance you apply to much power to a stock configured 5R110 and eventually over time your clutch packs will start to ride out and slip... In order to counter act this we increase line pressure and shift firmness to adjust for the added power.. I have done a series of test even on SCT's products which allows us to completely rewrite the entire ECM/TCM oppose to a plug in module that adjust signal polarities beyond the PCM before they reach the sensors/modules. In my test I have pushed more power through and have actually caused gears to slip due to excessive power. It causes what some term burnout, or also outspinning the gear. The power exceeds the clutch pack's ability to grab and ends up slipping. I had one incident where I launched from stand still with increased injection timing and stock line pressure to the tranny. I was able to literally spin right through 2-3 shift. The outcome was a tach spike of 4600rpms, after removing fuel the transmission slammed itself into 3rd.. The clutch pack slowed down enough to grab the gear (the jerk).. 2nd to 3rd is one of the easier gears to slip due to the clutch/band setup. A band starts spinning prior to the clutch engaging.

There are reports on the forum of folks that have lost their tranny's due to Edge.. Each person experiences their own fate. It could very well be possible that your outcome hasn't surfaced yet but in due time it will eventually occur. You also have to take into account driving habits and such.. Added strain to the transmission will be the likely cause of damage, towing, drag racing, hot rodding through town.

In the end the one reason SCT is so highly spoke of is the simple fact that we have complete control over the ECM/TCM. Basically we're taking ford out of the equation when it comes to telling the engine exactly what we want it to do from handling peak cylinder pressures, to fuel injection strikes, timing, line pressure in the transmission, when to shift to maintain full boost and how hard to shift..

Currently my truck running on 35" tires with a 4.5" DR lift holds boost at 30lbs through the band, it shifts quick enough to maintain that pressure while keeping my cylinder pressure down to keep from lifting heads. My moderate around town tune runs me at 400hp dyno'd, my Ultra Comp runs me about 425-430 (estimated) and I still retain low cylinder pressure so my heads don't stretch and occur the coolant puking syndrome.

Hope this helps you a bit.. Other will chime in with some more info Welcome to FTE by the way!

 

Well there are a lot of possibilities; how hard do you drive? What level do you run your Edge at? etc etc.

I can tell you that I ran an Edge for 110000 miles before I had any indication of problems; and truthfully I'm sure there are lots of Edge users out there who have not had any major probelms. However; it has been documented time and time again that the Edge and the other in-line modules like it are not good for the 6.0/5R110. I know that the Edge runs a high boost level combined with very aggressive timing to make its power; this combination is usually deadly for the 6.0 headgaskets.

What else can I say.... You've been lucky

 

Had the Edge and liked it. Then I got a new transmission. Now don't have the Edge and have an SCT. Like it too. Still have the 2nd. tranny.

 

I normally run the Edge on level 4 on everyday driving sometimes level 5, sometimes I Drag race it (on the street level 5) had coolant puked several times, pull gooseneck trailer 12k lbs. loaded (on level 2), by the way, thanks for your reply.

 

I had an Edge w/ Attitude programmer on my pickup up until a week ago (107,xxx miles). Ran it on level 3-4 most of the time and never had an issue with the transmission or head gaskets. I switched to the SCT purely for the fact that I like the ability to custom tune the truck and I have the intentions of upgrading the injectors and turbo in the near future. In the end its all relative to that right foot... if you are out there trying to powerbrake your truck you are bound to tear something up...plus when you take into account oversize tires and other factors you are severely increasing the the torque on the internals of that transmission. The SCT modifies paramaters so that the transmission performs better under these conditions which is definately nice but it will last just as long if you take care of your truck and drive within reason.

 

I guess some would say that "having your juice" each day... is a bad thing????

Gosh... I could have had a V8....

Wait... I do... my 6.0L is a V8!!!

 

How is cylinder pressure measured? or should I say, how do I know what my cylinder pressure is? ~Brad

 

Beachbumcook: You have way too much time on you hands....Good one though.

 

stock tranny lasted about a month after the edge was put on.

 

Unemployed... what do you expect?

 

The only way that TRUE brake mean effective pressure and peak firing pressures can be measured is with mechanical or electrical sending units installed into each individual cylinder.

This is usually accomplished by getting the engine warm, removing the glow plugs, and installing the sending units in place of the. As this is time consuming and difficult, it can't be done with each and every tune developed...but I try to make it a habit with any completely new strategy.

Accurate assumptions can be drawn from monitoring cylinder contribution/balance through the PCM; but it is exactly that...an assumption. The stock crank and cam position sensors are designed with only a certain degree of accuracy.

 

What he stated above.... I was going to say the same thing "word for word"... but he posted before me....

Ya, right... I have no idea what he wrote... but I am impressed with the big words he used.

 

He means.. Warning engine up, removing glow plugs and slamming senders in to monitor the pressure.. Engine has to be warm otherwise you'll have helluva time starting it with no glow plugs.. It's long and time consuming to yank 8 glow plugs and throw 8 senders in. .

I feel like one of those programs that speaks at the tone of a certain word.. LOL

Oh its almost friday..

 

So, aside from basically doing a simulated compression test of some sort, how can we the end user tell if a tune would have high or excessive cylinder pressures? For example, The Six Gun is said to have high cylinder pressures. It runs pretty darn good (aside from it's inability to equally tune the trans). Some other tunes seem to broaden the power band over more RPM and lessening the isolated power say from 2200 - 2800, to 2200 to 3800. So....What exactly is a good indication of a tune with "high cylinder pressure"? Other than a gauge or a probe? Is it kinda like having too much timing advance on a gas motor running on the edge of making it detonate? Just trying to get smart here...