Tittle Diesel Performance

Ah I see, so you helped the development of the maps then? Eventually an IAT map would be useful, it's not a big deal though since truely the IAT location sucks anyways it just gets terribly heat soaked. So so I gotta ask the question then, is the quad an intercept box meaning it catches the Can Bus messages from the ecm, then interprets, and modify that message and send it to the VP computer? I'm so used to the way common rail systems work, I never got too heavy into VP44 trucks till recently... Just gonna leave this here, this was my first big experience with the V2 software. Customers truck I built head to tail. It was trashed mechanically, I mean TRASH every single wearable item top to bottom was worn. After full suspension rebuild and everything I layer into the engine. Goal was a killer street truck you could drive every day. Thanks to V2 it made the truck! Engine setup was: 8x11VCO I'm not sure of manufacture they were second hand, head studs, 103# VS, pushrods (owner choice), titanium keeper and lock set, T4 manifold I ported, ported exhaust side of the head, S366 box 66/74/.91 T4 the owner found used for $200, Iquad V2 with my tune, Hot Rod VP, Fass 150 with a custom draw straw type setup, one of my heavy street transmissions with 1800 stall converter (chose before the 66 was purchased so it should have had a 2000-2200), poly suspension bushings front to back, back lowered 2" total with lower and upper overload springs removed. Then a bunch of little things here and there but it ripped pretty good, eventually once dialed it started slipping the trans which takes about 850hp at the crank when that occurs. I pushed that 66 hard thanks to V2, got 22-23 MPG highway, on its race tune 1400* wide open EGT at 62psi of boost and 80 drive pressure. In the video it's running 4wd high, it doesn't look like it but when I let off the throttle the speedo had just kissed 60mph no lockup. I never got a good video of the speedo on a pull since the trans started slipping. The kid in the video frame was the owner who hadn't seen the truck till that day. Totally blew his mind. Realistically I think it was about 720-750 at the tire or so, I've done setups similar on 12v engines that pulled 780 with that turbo combination. We got 1 good pass at the track, on slicks it ran 11.14@127 right when the Density Altitude peaked that night. Conditions couldn't have been more perfect. Sadly it never made the dyno...

Ah ok very cool with the garage and photos. Do you still run the ISSPRO gauges with the quadzilla? Just double data or did you remove them? You took great pics, nice and clear. I like the setup, I had a NV4500 I swapped into my 12v. Didn't like it due to the clutch, it was fun to drive by man that clutch... and it was slow shifting so my track times sucked...but anyways ok so mopar man I got your setup down, ME how come you used 7x12's? Trying to keep the pulse width short or were you trying to attempt multiple injection cycles? (I know it's not that big of an injector but it can happen starting around 7x12 and 5x16 on 12v trucks depending on pump build. Just seems like you'd have more atomization issues but at 330 bar I'm sure it wasn't bad. At least you didn't have SAC style nozzles. Ok so the quadzilla, does it use the factory or it's own overlay map for IAT timing compensation? I've changed my IAT number manually via resistors and don't see any output change except on stock so idk if quadzilla locks the IAT offset map. If so that can impact the economy issues that mopar man was having as I think you stated a little while ago. A point I wanted to bring up though was VCO vs SAC I'm sure everyone knows the characteristics of the burn pattern and what it does, when you had your injector set that was sticking were they SAC style? I've always had terrible luck with SAC style, there just way too dirty burning no matter what pop pressure, haze drives me nuts even with customer trucks....VCO seems to be much more street friendly. As for size size something I didn't see talked about was operational pulse width in relation to nozzle count/size. There is a point in which say a 7x10 has a short pulse to release the pressurized fuel with good atomization. A 7x12 for example may not have as clean of a spray really BUT the operational pulse width would be shorter since we are working with fixed injection pressures. Anyways so idk how into emissions tech you guys are but someone brought up the stock timing falling in variation to calculated load, yes this is, mostly emissions related tuning. That aside a larger amount of fuel with proper pressure, swirl and oxygen content can actually yield a faster burn rate not slower as some people think. That said partly why stock trucks besides emissions drop timing instead of a rise to assist in burning the excess fuel is to control the cylinder pressure rise. You see it more in a gas application where air restriction on volumetric efficacy is a factor but with our engines a proper clean spray in the bowl can speed up the cylinder pressure ramp rate, I think partly why mopar man noticed gains dropping timing is he's using an injector with a decently long pulse width (small size injector) but with that fine spray causing cylinder pressure to rise faster then ME but maintain the longer burn rate of the longer pulse width. Does that make sense to you guys? It's hard to explain with words some times haha so this brings me to my next point off relation, mopar man you climb small grades rising above the cruise timing threshold so you drop out of cruise time. Insead of focusing on your cruise time advance why not dial back your load timing reduction? When it hops out of cruise time and back to the base map if you can dial in the base map timing better you could in therory bring peak cylinder pressures back during the incline above the cruise threshold and thus gain the economy back. I don't think your cursing timing is the problem the base map timing is via the reduction of fuel load. Like I run my timing like this for economy, works damn good actually... fuel load:0 low boost reduction:0 (1-2when towing for a little more response when needed) cruise advance: 3 @40% load cutoff 1500:16.5-17 2000: 21 2500: 24 3000: 26.5 max: 27 essentually I get about 20* at cruise, stock injectors auto trans and a 3.54 gear so I'm about 1500rpm at 55 roughly but when I hit an incline and fall out of cruise advance I only drop back to that 16.5-17 range all the way down to the floor till it unlocks the converter or down shifts, I don't have that drop off to say 14 and loose cylinder pressure. This is all taking the pulse width, flame rate, and finding perfect timing peak cylinder pressure out of context so yes I'm not right on where I need to be but during that incline holding my cylinder pressure up higher gets me up and over the hill easier and funny enough my EGT hardly climbs because of it. ill leave it at that, hopefully y'all will understand what I'm getting at

My god your both fast to respond lol, Excuse any errors guys, new to your forum setup. Must say I like it better then cummins forum. This info is for both Joe Dirt (I love the pic haha) and Mopar man Ok so your not as high as I expected... first let me grab some info, I assume your a manual truck with a 3.54 ratio based on the info you've provided on rpm @ speed. Do you run a fass style fuel system or some custom collaboration for VP health? Besides the obvious quad, exhaust and injector what else outside the factory realm is done to the truck? That's for both of you, I'm curious on some things before I open my metaphorical mouth...From personal builds of customer trucks as well as my own I've rarely been under 20mpg except for race day or towing...

Read your entire topic, read some others here and there when I want to read, you've had a tough time with this economy deal over this year or so. What's your elevation on your route for moms dialysis? At sea level in my dually 4wd tow rig I've been averaging 22.5 handcalulated (odo and speed calibration to .1mph) on empty drives and 17-18 towing another dodge, weight :9200lbs GVW. And honestly there is hardly anything done to it besides general bolt-ons. I'd like to interject some info I think you and Joe Dirt over there may have overlooked...