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

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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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Discussion Starter · #23 ·
There are even EGR removal kits floating around now, which is cool. Deleting so early makes me apprehensive though with an unknown track record. It shouldn’t do anything but help this engine out though, like it did with the 6.0’s
Agreed!! The lion platform has an extensive track record dating back to the development/introduction of the 2.7L in 2004. The Range Rover Sport 3.0L SDV6 offers 306hp/516lbft for 2018 with a twin turbo configuration.

https://media.landrover.com/en-gb/news/2018/06/new-engine-and-safety-tech-land-rover-discovery

Unfortunately, the emissions system prevents F150 owners from towing with confidence. Time to go!! GET!!
 

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Discussion Starter · #28 ·
@HVT can you elaborate on this? How does the emissions system prevent us towing with confidence?

My truck has done a great job towing so far, so I'm trying to understand your perspective.

Thanks
I have experienced "reduced power" mode while towing greater than 80% of maximum towing capacity in stock, with the Stealth module, with 30hp tune, and with the 60hp tune. The truck performs flawlessly until the soot load is high enough to force regen. Operating temperatures are already elevated due to the engine being under a constant load and the operating sequence for regen pushes the exhaust gas temperatures past safe levels resulting in the 'reduced power' mode and check engine light.

It is always fun pulling off to the side of the road, waiting for the regen cycle to complete, reset the CEL, and then continue on your trip. The result is my confidence is stripped away and I am more focused on 'mollycoddling' the truck to delay the situation from happening again rather than paying attention to the road and my load.

Keep in mind.... this engine will pull a 5000lb trailer/load all day long with no worries. But when your pulling a 9000lb load greater than 40mph, your going to experience the exact situation I detailed above.
 

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Discussion Starter · #29 ·
When towing, I have always been in passive regeneration. Never once had a reduction in power for towing. My dpf would stay at 0% the entire time since the exhaust gases were hot enough.
The key piece of information you forgot to mention is the speed you are towing. Stock or tuned, this engine generates exponentially more soot at 75mph compared to 70mph when not towing. When towing a 'heavy' load, not a 3500lb boat mind you, passive regeneration cannot overcome the soot generated at speeds greater than 50mph.
 

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Discussion Starter · #30 ·
It doesn’t, he is running a tune that is limping the truck because it is taking it outside of parameters it needs to stay safe. I wasn’t going to say anything but...

Calibrated Power needs to fix this.
Stock, Stealth module, or tune. It doesn't matter. I am not trying to imply that the Lion platform is the wrong engine for this truck. I am stating that engineering was limited to not exceeding EPA emissions for a "light duty" diesel engine and designing a powertrain package that fits easily into an existing 1/2 platform.

We have all seen the TFL Ike Gauntlet youtube video on the F150 diesel. I have experienced the exact same situation in stock mode, with the stealth module, and with both tunes. It was not a 'preproduction' issue; it was a 'this truck was not designed to tow maximum capacity at speeds greater than 45mph when in an active regen cycle" issue.

No DPF; no regen. Problem solved. I am sure the EcoDiesel guys have experienced the same thing.
 

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Discussion Starter · #31 ·
The link below is an interesting read on the $4.1M penalty the EPA cited Spartan Diesel Technologies with for violating the Clean Air Act. The notable take-away for me was the EPA testing parameters for Ford Trucks with Heavy Duty Diesel Engines(HDDEs) such as the 6.4L and the 6.7L. Ford received a COC for these HDDEs by passing the FTP75 test cycles producing 0.02g of PM per mile.

https://www.epa.gov/sites/production/files/2018-12/documents/spartandiesel-initialdecisionandorder.pdf

Anyone know where I can find the EPA emission standards the F150 diesel had to meet? I think there is a little more leeway on emissions standards for the Superduty due to the GVWR. 8500lb GVWR is the breaking point for Light Duty vs Heavy Duty.
 

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Discussion Starter · #50 ·
Well......I was getting close to 60 miles between 'active regen' cycles so back to stock. Gale Banks is right. Most tuners run to rich for diesels with emissions systems in tact. General driving at highway speeds, the DPF% would climb 1-2% per mile. Under a load got worse.

So I'm back to stock, and the crazy thing is I don't notice that 'much' difference in performance. My first tank after switching back to stock I averaged 32.2 mpg. This has slowly dropped per tank. I am at 27.4 on my last tank. With the '60hp tune', my average was 22.8 mpg. Back in stock form over the last 400 miles, my DPF% has floated between 10% and 20%. I am see passive regen now at speeds between 60-75mph.

I would expect any vehicle to 'perform' better with a less restricted exhaust/emissions system.
 
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