"DIRTYMAX1" Tune Review
- Thread starter DmaxHawk
- Start date
http://www.dieselplace.com/forum/showthread.php?t=307512
Here is the thread that started after that one was closed. The original post did not mention duramaxtuner until it was edited recently. I can't remember who it was before but I know it didn't mention Nick. That's why I made my comment a few posts down the page.
Here is the thread that started after that one was closed. The original post did not mention duramaxtuner until it was edited recently. I can't remember who it was before but I know it didn't mention Nick. That's why I made my comment a few posts down the page.
On fuel pressure: even with a lift pump? I've built tunes calling for even more fuel than this and I haven't gotten that code
I like how you can see "...all i have done to it is a 5" exhaust and air intake and a tunner by estelly" in the quote box on the 3rd post..
I should have scrolled down to that quote. Busted :rofl:
On fuel pressure: even with a lift pump? I've built tunes calling for even more fuel than this and I haven't gotten that code
How are you running out of fuel since you have twin pumps? what turbo are you running?
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Stock turbo. My theory is that he had a big PW and not enough pressure in the fuel rail pressure table to support it?
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On fuel pressure: even with a lift pump? I've built tunes calling for even more fuel than this and I haven't gotten that code
How are you running out of fuel since you have twin pumps? what turbo are you running?
Guess I should have read the sig. Didn't see the dual fuelers.
But needing a shimmed FPRV is still the case. Too much pressure causes the FPRV to pop open. From logging on both dual fueler and stock CP3 LBZs I have tuned they popped open any time the actual rail pressure went over 25,500 or so, which would drop it to about 17,000 and throw a P0087 code while commanded continued to climb over 26,000. On the stock CP3 trucks it would continue to drain to about 15,000 where it would close and build pressure back up over 20,000. The dual fueler trucks would stay between 17-18,000. Shimming the FPRV with .050" worth of shims will get it to hold about 30,000. It's not that you don't have enough fuel, you are getting plenty - it is just getting bled off by the FPRV.
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I dont have the problem, I run the twin pumps and also a race valve.I have seen 29,xxx rail before with the gt4202R on.Just need to get the truck tuned in.
I have caught alot of slack for taking peoples tunes, so here is my response... I have in fact had help from all these people in the past. But it was along time ago when I first started and you have to start somewhere, these people were great teachers and I am in debt to them. But the tunes that I sale now are solely made by me so stop opening your mouth when you have no idea what your talking about. I have helped alot people out and made alot of differences so ask them about my tuning...(ripmf666,dmakhawk, duramax jp,and gmduramax). If you any more questions about my tuning or me ask me in private and stop slandering my name.
Thanks,
Justin Cradure
Pro-Dyne Performance
Thanks,
Justin Cradure
Pro-Dyne Performance
Heck I launch at 30 deg timing, and go up from there as RPM climb. :driving:
You run the timing that the engine/turbo/injector combo wants. As far as I can tell, just as many folk have hurt engines running "big" timing as little timing, given the same fueling and combo.
As far as folk taking other tuner's stuff and reselling it? I predicted that would happen before EFILive was released publically. By the year 2012, there will be more Expert Master Tuners than trucks.
I also predicted EFILive will be the #1 choice for racing/sledpulling our trucks, because it's adjustable.
Many folk have seen me at the dyno(s) tuning trucks with various combos on them. I've run 19 different turbochargers now on one truck, and 8 different fueling combos, and 4 different injector flow rates. I will admit I'm puzzled how many of the new crop of Master Tuners are getting by with just "seat of the pants" tuning. I wish I could, it would save me lots of $$$, but the only way I know how to tune bikes, cars, trucks, is to do with large amounts of dyno pulls or dragstrip passes.
You run the timing that the engine/turbo/injector combo wants. As far as I can tell, just as many folk have hurt engines running "big" timing as little timing, given the same fueling and combo.
As far as folk taking other tuner's stuff and reselling it? I predicted that would happen before EFILive was released publically. By the year 2012, there will be more Expert Master Tuners than trucks.
I also predicted EFILive will be the #1 choice for racing/sledpulling our trucks, because it's adjustable.
Many folk have seen me at the dyno(s) tuning trucks with various combos on them. I've run 19 different turbochargers now on one truck, and 8 different fueling combos, and 4 different injector flow rates. I will admit I'm puzzled how many of the new crop of Master Tuners are getting by with just "seat of the pants" tuning. I wish I could, it would save me lots of $$$, but the only way I know how to tune bikes, cars, trucks, is to do with large amounts of dyno pulls or dragstrip passes.
Im a little confused why you have dual fuelers and a stock turbo. A single is more than enough for the stock turbo. And another thing, why didnt you give Justin a chance to get the tuning dialed in before posting. Theres so many different variables in everyones trucks that it takes a little testing to get it dialed in. And if you dont like somethin, let Justin know so he can tune it the way you want rather than saying you dont really like this or that.
This is why you don't have the problem. My worried with the race valve and dual fuelers is that you have the ability to make enough pressure during a spike to hurt an injector body. When you have 2 CP3s at 3600 RPM and let off you still have the RPM to pump ALOT of fuel yet you aren't demanding the pulse width to use it and your rail pressure can easily spike to over 30,000 PSI which could damage an injector. Using an FPRV with .050" of shim still gives you a safety net during these spikes and *should* relieve pressure before damage is done.
Also I have tuned trucks that would go over 26,000 with a stock FPRV, it's just not common.
First unless you are spraying it a single stock CP3 has always been enough for us to support all the air the stock turbo will give. In Chris's truck we still have plenty of pressure to add more PW but the turbo won't burn it and it goes no faster with more fuel.
Second is that if you have dual fuelers your low pressure is not caused by the "high" PW in the tuning, you should have plenty of pressure for really big PW. P0087 is a low fuel pressure code which indicates that actual rail pressure is lower than demanded pressure. Demanding higher pressure in your tuning won't fix a 0087 code - if anything it will make it worse, broadening the gap between your desired pressure and what the CP3(s) can provide. There are other tuning changes that can get more out of the CP3(s). As I said above the FPRV is more than likely the culprit for your 0087.
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Stock turbo is not permanent, in the future I plant to get bigger chargers but the reason I got the 2nd fuel was because I had a chance to so I did. Its all a work in progress, its not done yet.
As I stated in my review, it was a review for the INITIAL tuning. When/if he adjusts the tune, I will post up another review for the next version. I figured it would be a nice way to "track" the process of the tune until it is dialed in.
I see, it makes sense now. Looks like I will be doing the FPRV next...
Oh okk. That makes a little more sense.
Alright I can see why you did that. Im sure itll run great once Justin gets it dialed in.
http://www.dieselplace.com/forum/showthread.php?t=265723
This is where I head that over 20 was too much, from Nick himself...
This is where I head that over 20 was too much, from Nick himself...
That is true and IIRC I asked him about that, that is why I say 20 is high. I could be mistaken and dreamt it..