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Discussion Starter #1
Okay. So I got the EZ LYNK installed and the ECU/TCU remapped with the CPS 60Hp v3.00 tune. Calibrated Power offers a CPS 30Hp v3.00 tune as well. I prefer to start high.

I am getting ready to start a road trip now and will post a SitRep later today.

For those that are interested, below is a link from the Diesel Performance Podcast were Nick Priegnitz, owner of Calibrated Power, discusses tuning the 2.8 Duramax. I was impressed with his insight on the ECU & TCU relationship on these newer diesels.


Nick mentioned in the video link below that the Duramax 2.8's ECU/turbo configuration was very similar to the 3.0L Powerstroke. Gale Banks expressed similar performance characteristics of the Variable Vane Turbo while trying to kill the Duramax L5P on the engine dyno. !!Spoiler!! He didn't take it to the point of killing it.


Gonna go flog the Powerstroke>:) Wish me Luck0:)
 

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Very interested to hear the verdict. Also, not wanting to be a downer, rather trying to temper my excitement: How does this affect the warranty?
 

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Very interested to hear the verdict. Also, not wanting to be a downer, rather trying to temper my excitement: How does this affect the warranty?
Void if you blow engine, any other part of truck they cannot deny warranty.
 

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I doubt it and wouldn't even try, however if your half sane and drive normal, you should be fine. I've drove numerous tuned diesels for thousands of miles, treated them right and they treated me right.

But no, you tune it, Kiss the engine, emissions, dpf, scr, egr warranty goodbye. That is of course if they check ECM to see it was altered. But from what I heard Ford is just as smart as us, once the repair bill gets big they can check the ECM in a few minutes to see if its running a non Ford Calibration.

Oh and yes they can tell its been tuned, even if you return to stock. If you really want to try to get away with it, buy a new ECM, put it in and tune it. If you blow it up you can put old one back in thats never been messed with. But I am more honest than that and I would never do that. If I blow it up playing I will pay to fix it. Just me.
 

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Discussion Starter #7
'Stop whatcha doin' cause I'm about to ruin the image and the style that ya use too!!' I think that's how the Humpty Dance intro goes.

The CPS 60Hp tune is no lie. I compared driving my truck to a HMMWV(Mil Spec Hummer) after I bought it. Diesel power felt like it would push through anything; now it feels like it will RUNN through anything. It kinda felt like a pregnant rhino in stock mode, a virgin rhino with the Stealth module, and now a black rhino with a vendetta.

I was able to log the various points of data during a 175 mile trip without a trailer. I was surprised the fuel rail pressure was closer to stock values compared to the Stealth module on the 'high' setting. EGT 13 bounced between 750 & 833 at 75mph/1700rpm/10th gear. Charge Air Cooler Temps floated around 84 degrees with an Outdoor Ambient & Intake Air Temp of 60 degrees. MPG planed out at 23.2.

As to the warranty debate. I personally bought the truck to enjoy it. I bought my wife's 2018 Explorer Sport from the same dealership last year and tuned it through Livernois Motorsports. Now she drives to work in a 0-60 5 second rocket....okay SUV. The newer vehicles have an extensive amount of on-board electronics that will not allow you to easily push the vehicle, engine, transmission, etc to catastrophic failure. The F150's ECU & TCU did it's job tonight. There were situations where the truck dropped power and flashed caution lights. I let off the 'drive by wire' pedal and all was well. I will definitely follow up with the tuner and relay the information I collected all in the name of forward progress.

My last diesel was a unicorn. 1996 Black F350 single cab, single wheel. Bought it May of 2000/Sold it shortly after 9/1/2001:wink2: On-board, realtime diagnostics has come a long way. That powerstroke would let me spin it past failure because I was the one in control. Not the same today folks. We just offer input but they are ultimately in control.

WReedSVT is right. If the emissions is still intact and the failure is due to design/craftsmanship, you have grounds for a warranty claim. If a 'hot tune' is ran hard, the ECU will force the vehicle into limp mode if the EGTs exceed max regen temps. During regen tonight, I logged 1019 degrees on EGT 13. My max on EGT 13 was 928 degrees while pushing it just shy of 115mph.

I plan on following up with Calibrated Power on a couple minor issues this week, but I plan on running the CPS 30Hp tune next Friday. I expect the truck will have the same 'feel' as the 60hp tune with a little less force.

Happy to lay it all out there for everyone. I never was good at pulling punches.
 

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Glad you got it to work, the cool thing about EzLynk is when CP releases an update next week to the tune, its automatically pushed to your iPhone!
 

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Just providing what is stated on Pages 12-13 in the 2018 Model Year Ford F150 Warranty Guide without passing any judgement:

Damage Caused by Alteration or Modification The New Vehicle Limited Warranty does not cover any damage caused by:
  • alterations or modifications of the vehicle, including the body, chassis, electronics or their components, after the vehicle leaves the control of Ford Motor Company
  • tampering with the vehicle, tampering with the emissions systems or with the other parts that affect these systems (for example, but not limited to exhaust & intake systems)
  • the installation or use of a non-Ford Motor Company part or software (other than a certified emissions part or software) or any part or software (Ford or non-Ford) designed for off-road use only installed after the vehicle leaves the control of Ford Motor Company, if the installed part fails or causes a Ford part to fail. Examples include, but are not limited to lift kits, oversized tires, roll bars, cellular phones, alarm systems, automatic starting systems and performance-enhancing powertrain components or software and performance “chips”.
Your vehicle may allow, enable or facilitate the use of certain non-Ford Motor Company software. Ford is not responsible for the functionality of such software. Ford may disallow, discontinue or modify your ability to use such software at any time without prior notification or incurring any warranty or other obligation. Non-Ford Motor Company software may be governed by End User License Agreement or warranty provided by the software provider. For Ford Motor Company software see End User License Agreement found in the Owner Manual.
 

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Discussion Starter #11
Couple thoughts as I roll around today. I am in awe how much different the truck’s driving characteristics are compared to stock or even the Stealth module. Steering input felt sloppy to me from a dead start and firmed up as speed increases. Got it electronic assist steering. I ‘can’ live with that.
With the tune, everything is firm. Reminds me of my F350 or my Lightning. I have not confirmed with Calibrated Power but Nick is like Neo in the Matrix movies. He sees it, adjusts it within reliable parameters, and verifies his work before he’s satisfied. Don’t know Nick personally but I read people fast. It’s kinda my job.
I learned my throttle sensor position values are lower after the tune compared to stock or the Stealth module. Insert “thanks Tech friend here”. I believe this is due to how ‘ready’ the truck feels now. I don’t have the urge to push it to make it feel like a powerstroke.
Auto Stop Start is a hoax and the data proves it if you look at the right parameters. I have been logging all morning. 70mph highway of 25 miles now city traffic. At highway speeds the intake and Charge Air Cooler(CAC) are good{not great}.
As soon as I roll off the interstate, ASS kicks in, Intake and CAC start rising, 35 seconds and their 42.3 degrees over ambient. Check out Gale Banks latest vids on the impact of air density. Now I’m rolling of the intersection with HALF of my potential engine power. More pedal~More Fuel Burn.
Lastly, I am feverishly absorbing all this data, researching manfacturer’s winning and losing designs associated to the problems I see, and trying to formulate a plan to achieve a solution.

Last. Last thought. I left HP Motorsports in January 1999 to get my degree in Mechanical engineering with the intent to start a career at Ford after meeting John Coletti at SEMA November 1998. I’m a MechE spending my days optimizing any and all industrial systems and processes I visit across Iowa. I just could not bring myself to raise a family in Detroit. So I always ask myself, “what would John do?”
ME - “Send it!!” Just like John told me to do with the 1999 Lightning while he was riding shotgun after SEMA.
 

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Are you saying the tune did something with the steering?
 

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Discussion Starter #13
It is noticeably different compared to stock. Before, if I turned left from a stop across an uneven surface, it traversed like a pregnant rhino. Sway hard both ways and I could see/feel it thru the steering wheel.
Now - no sway. I feel like I have command over the truck.
Again. This is one of many points I plan to confirm with CPS.
 

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Man this makes me want to void my warranty lmao I ran nicks tunes on my Duramax for years and loved em! Just harder to part with the warranty on my 18 with tons more electrical stuff than my 09 duramax had!
 

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I drive like a geezer but I think I want this. "Pregnant rhino" pretty much sold me. Joking aside, for normal geezerly driving habits (mostly city), would you expect a change in mileage, and for the better or worse?
 

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I would definitely expect a good tune to yield better MPG if driven normally.
 

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Cant wait to try these. :)
 

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Discussion Starter #18
Wreedsvt who are these tunes available thru?
 

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How has tune been?
 

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Discussion Starter #20
I am very impressed with the improved performance from both the 30hp and 60hp tune. I stuck with the 60hp tune. CPS remaps the throttle signal to give you a full pedal versus the factory "front-loaded" pedal. This was the best benefit in my opinion.

I ran three trailer loads of dirt last weekend. I pulled across the scales with each load for a combined truck/trailer weight of 17,700 lbs so very close to the limit. Pulled fine, no fear of lack of power. UNTIL regen kicked in!!! The relatively small DPF and short interval between regen cycles greatly hinders the capabilities of this engine. I would not be comfortable running a full load over a long distance through the mountains. As soon as regen kicks in, you have to back off the throttle or the truck will go into "reduced power" mode. Luckily, I was at a spot where I could pull over, allow the regen to finish, clear the code, and proceed under full power.

I will definitely be removing the DPF as soon as there is an available, viable solution.

I averaged 12.1mpg over 180 miles. Half the miles with an empty dump trailer/half with maximum towing capacity. The route went through three river valleys so it was a good mix of steep grades. I easily maintained 65mph until the regen cycle dropped me to 40-45.
 
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