![]() Truck is a hell of a lot more fun to drive around. 5 mpg from stock, I'm guessing due to it making better torque down low and not having to apply so much throttle to make it get up and go. I'm not hunting max power, i'm a little afraid to push any harder or start messing with transmission stuff, I don't know how much a 195k mile long will take nor do I want to find out, I can't afford to fix major carnage right now. it pours smoke when you first jump on the throttle but cleans up almost instantly and has just a light haze of black noticeable off the stacks at wide open throttle. With what I have done with it already I am at the limits the stock 17 inch tires can take it wants to spin if you jump on it down low and pulls like its on rails when boost comes in, which it doesn't have hardly any spool lag, nothing compared to a factory flash, just as quickly as you jump on the throttle it hits 20 pounds and takes off. then clean up the smoke with boostI'm sure there is alot more in it, but honestly I can't afford headgaskets right now, as the truck is the only thing I have left to drive right now. Timing still can come up.duration can come up.same with the HPOP pressures that will also net more volume.but it wont show in the graph but you will see it in smoke output. Looking at the data I see there is a lot of power still left on the table good job on it though it looks like it runs clean feel free to look it over and give some feedback Thank you HP and Eric for the job well done its a work in progress and i am very confident that this program. ![]() we should be able to go higher than that. now we are working on finding a limiter for the MFDES bc mine stops at 100. i have bugged Eric through facebook and though the trouble ticket system and he has came through every time. you can make solid power now on the powerstrokes. now i know those numbers are far fetched to what i really produces but i was looking for the percentage of increase. horsepower (estimated using the horsepower formula) came from 295 to now almost 600. torque pids started at 500 or so foot pounds and now its knocking on the 900 mark. doesn't "roll a ton of coal" haha just initially it will then boost comes in and it cleans right up. My whole point of this is that Eric Brooks has gone above and beyond my expectations in helping move the diesel program along.just in the last week we found lots of things that we needed. Now with the tuning.i have found some things that needed to be addressed and tables that needed to be added. Eric and his team did an outstanding job on this program. i was very happy that i could set up my scanner to monitor the same pids as i do in the ford equipment. So as a ford technician using Fords equipment. but def had a lot of room for improvement. so i had to find the similar tables between the two. The biggest thing i had to overcome was it was written for using the SCT advantage software. i started upgrading my own personal truck and finally blew the head gaskets (6.0) and went in and studded it and added some more goodies to it.and FINALLY was able to use hp to tune this thing i purchased the tuning school's beginners course for tuning ford diesel as i also like to have a reputable process to build my own process off of. anyway.once the ability to custom tune powerstrokes was released. I owned my own diesel repair/performance shop for while also doing full repairs and any upgrades the customer wanted or ones I felt it needed to meet the expectations of what the customer wanted. I have been with Ford for almost 20 years.the last 10 years being in the Diesel side of it which I absolutely love. I also work for Ford Motor company as a technician earning the title of Senior Master a few years back. I have been tuning on gm platforms for a little bit so I familiar with the basics and what not. ![]() for tuning a 2005 F350 6.0 diesel 4x4 crew cab long bed. I just want to share my experiences so far with using HP tuners.
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