Much better video of my first pass. Truck sure launches smooth. Very uneventful.
Built LLY 10.78@130: https://youtu.be/whOf-Pv6Ppw
Built LLY 10.78@130: https://youtu.be/whOf-Pv6Ppw
The White devil
- Thread starter CaptPhil
- Start date
What rail pressure do you run? I know you said in another thread that you weren't sure because of the sensor maxes out.. But with the last 2 lly pulling trucks we have had we can't command it run over 26k without cracking an injector every weekend. Both single pump trucks. (Not big name tuning, went to marks tuning and never popped another. So just wondering)
Is it the sudden stop at the end that kills them? First truck had a shimmed regulator and this one has no regulator..
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I have no idea, I flatline the lly sensor by 30 ft and it stays flatlined the entire pass. The power difference between that and normal pressures is crazy.
For example:
Pass 2, held max rail, 133 trap speed.
Pass 3, probably cracked an injector when I had to get out of the throttle fast out of the hole.
Pass 4, wouldn't make over 24k, and was down to 21k by the end of the quarter, trapped 123mph. So it lost 10mph. Talking well over a hundred hp, close to 200 hp loss. Same tune.
I am going to see about getting a new hp line to the passenger rail from the valley cp3, then putting in a heavily shimmed fprv. At least that will help with rail spikes.
For example:
Pass 2, held max rail, 133 trap speed.
Pass 3, probably cracked an injector when I had to get out of the throttle fast out of the hole.
Pass 4, wouldn't make over 24k, and was down to 21k by the end of the quarter, trapped 123mph. So it lost 10mph. Talking well over a hundred hp, close to 200 hp loss. Same tune.
I am going to see about getting a new hp line to the passenger rail from the valley cp3, then putting in a heavily shimmed fprv. At least that will help with rail spikes.
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Mine spikes pretty hard when I powershift. Basically loaded to a free rev til I hit the next gear, I better keep an eye on it.
I think your ok. I think it's just when you command 30k and it goes over it lol
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So now I'm not sure what the problem is with rail pressure. I can't find any external fuel leaks from injectors or lines, even when commanding max rail. The truck runs fine, balance rates are very good still.
I am leaning towards fuel delivery right now. The truck took a long time to start this morning, didn't smoke or haze at all once running, then when I was driving normal it lost all rail pressure for a second. When I was slowing down to stop the truck shut off entirely and took a long time to start again. I am below a quarter tank, have the stock pickup right now but have a sump to install.
Air ddog runs,but don't have a gauge on it.
I am leaning towards fuel delivery right now. The truck took a long time to start this morning, didn't smoke or haze at all once running, then when I was driving normal it lost all rail pressure for a second. When I was slowing down to stop the truck shut off entirely and took a long time to start again. I am below a quarter tank, have the stock pickup right now but have a sump to install.
Air ddog runs,but don't have a gauge on it.
Pretty sure I found the problem.
Top cp3 is an industrial 85% cp3. Seems my top cp3 is bad, industrial junk. Unplug it and nothing happens, unplug the valley and rail maxes. So it is probably returning way to much fuel.
Fortunately I have a spare stock cp3.
Top cp3 is an industrial 85% cp3. Seems my top cp3 is bad, industrial junk. Unplug it and nothing happens, unplug the valley and rail maxes. So it is probably returning way to much fuel.
Fortunately I have a spare stock cp3.
Or controller?
For my own curiosity, when a controller goes bad, do they default to max like when you unplug the FPR or do they just not do anything?
For my own curiosity, when a controller goes bad, do they default to max like when you unplug the FPR or do they just not do anything?
Any fpr when unplugged will go to max rail. They work off of voltage, 0v is open. So the controller is being taken out of the equation by unplugging it.
when my ppe controller went bad it sent both pumps to max rail.
It is possible the fpr is bad, I have a spare I will swap in to try first. Good thinking.
when my ppe controller went bad it sent both pumps to max rail.
It is possible the fpr is bad, I have a spare I will swap in to try first. Good thinking.
Well I'm an idiot....
I swapped fprs on the top cp3, no change, so I pulled it and put on a stock cp3, ran great for a couple minutes, until I started driving then it stalled out and took forever to restart. I unplugged the controller and put on the stock belt, still wouldn't run right. I then threw two gallons of diesel in it and it ran perfect.
So I said screw it and drained the tank and installed the bean's sump I had laying around. Put four gallons back in and it ran better than ever.
I am thinking the pickup had a Crack in it or something, and when I shook the truck hard at the track it cracked more. I try and keep the fuel level low to save weight, guess that last run pushed it over the edge.
I swapped fprs on the top cp3, no change, so I pulled it and put on a stock cp3, ran great for a couple minutes, until I started driving then it stalled out and took forever to restart. I unplugged the controller and put on the stock belt, still wouldn't run right. I then threw two gallons of diesel in it and it ran perfect.
So I said screw it and drained the tank and installed the bean's sump I had laying around. Put four gallons back in and it ran better than ever.
I am thinking the pickup had a Crack in it or something, and when I shook the truck hard at the track it cracked more. I try and keep the fuel level low to save weight, guess that last run pushed it over the edge.
Phil, whos your tuner? Sorry if youve posted it before. I just saw you were added to the top 50 dmax list over on dieselplace.com
Just curious
Just curious
Cool, there was just some missing info on the post over at Diesel Place, I was going to have the OP of the list update it