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Well I don't like making another thread, but I think that it may get enough discussion to get its own seperate from my other 'project' thread. With larger injectors going in one truck, the current 238/100 hybrids are going in another.
Just so happens to be a 02 SuperDuty with a PMR engine. Now with all the past talk of more HP or larger nozzles and the resultant window to wave "hi Mr. Crankshaft" ![]() Now is where I started looking a little closer, and perhaps I should have done this when tuning for these injectors the first time. Being a little more cautious for the PMRs got me looking closer though. For the most part, my PW map for the 238/100 is fairly close to stock. Hybrids needing a little more PW here, little less there, but the big changer is up top, the PW map for AA stock and the hybrids starts deviate a lot more for me for MFDs >70. The hybrids can flow equally to stock AAs about .5ms quicker. I suppose I should pull some timing, unsure of how much. Took me a while to figure it out ![]() Now I thought I found something that could likely have caused issues, and it was the biggest difference I could find when going with larger nozzles. If you raised the PW map in those areas MFD>70 and they match more like stock PW length, timing wouldn't really need to be pulled. For most, PW probably wouldn't be decreased to limit HP like I have, unless you were to say make an economy tune. My guesses are either what I seemed to have found or just too aggressive low RPMed fuelling, lotsa torque. Anywho, thats my thoughts for the night ![]()
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Thomas H. '97 F-250 CCSB 7.3L Auto, Gauges, Modded H2E, 285/200% sticks, 7.3L IC, Stealth Dual HPOP, Pheonix chip '03 F-250 CCSB 6.0L Auto, Gryphon CTS, FICM tuning by PHP, Powermax |
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