edge ez

[RankRam]

lawdog1 that looks to be a false reading from the X-Monitor. I would check your ground wire on the X.



I had an EZ set on level 4 on my 03 and towed 8500# through the mountains of Nevada and the highest temp I ever got was 1250.

 

[Cattletrkr]

I could be mistaken, but...

watch the EGT's and stay away from the boost elbow that EZ provides.

If you run an EZ with the factory boost elbow, aren't you still burning the same amount of fuel and just pushing less air through the engine? Doesn't that result in HIGHER EGT? Someone who knows please chime in here.

 

[bpenrod]

With just the EZ on I always ran the boost elbow they provided. It allows the turbo to spool up quicker and slows the wastegate down some. The EZ does not really fuel hard enough to over power the waste gate so I think the high boost would be the same between the two elbows.

 

[Rockcrawler]

I run their elbow, yes mine is an early box with 5 and 6 being "top secret" settings. I towed with them, about 3k miles each but 4th setting is plenty strong so why mess with it. Current trailer is 15. 5k, towing through 7000-11000 feet on almost every trip. Stock clutch still healthy, never slipped (I believe in moderate acceleration). I can't exceed 1250 in sixth but in any gear sustained 2700+RPM and significant elevation will exceed 1350. Just means I carry a few bigger hills at 2600 if it's too big to upshift. The truck is a runner.

 

[gsbrockman]

I can almost get my truck's EGT's hotter "lugging" it on small hills in sixth than running the crap out of it. I also have the boost elbow installed and can easily go past the 30 psi mark on my boost gauge (I'm guessing 34 to 35 psi if not more). I've played around with the #6 position, but keep mine on #4 95% of the time. No problems; only big

Greg

 

[opiefire]

I did a search on the boost elbow associated with the edge performance box. I found a lot of good info, however I have a couple of unanswered questions. Does to boost elbow come with the edge box (40-70 hp) 305/555 engines? Also where does the boost elbow go, and is it hard to install?

 

[bpenrod]

I have gotten a boost elbow with both of the EZ's I have purchased so I imagine the one for the HO motor has it as well. It is a small 90* fitting on the turbo with a black hose going to the waste gate actuator. I take off the intake hose to the turbo and it is right there. I think it is like a 7/16" wrench to spin it out. I used a little pipe dope on the new one and screwed it in. It is a 1/8" NPT thread. Connect the hose back up (may need a new clamp) and your boost levels should jump up to 32 to 34 ish.

 

[MC-1]

I just installed an Edge Ez module on my 03 H/O, really like it so far. Was not sure of mounting boost elbow, drove truck first without it on level four. Couldnt resist any longer installed boost elbow. Now I can peg my Autometer boost gauge (35psi) very easily, is this normal ? Long term use problems?

 

[bpenrod]

I would be a little nervous not knowing if it is 36 psi or 45psi. 36 is not too bad but I hear the stock turbo's don't like 45 or above. Not sure if it is the same as the turbo on my SO but when I was hitting 42 43 pounds boost I backed out of it! You might want to consider going to a 60 pso guage to see what the real boost number is.

 

[whamby]

Granted no 2 trucks are the same but the most I ever seen with my EZ and boost elbow is 38psi and I ran it pretty good towing and empty. Some may be getting more I don't know.

 

[DLeno]

I just put mine on yesterday, so what I have is only initial reactions. My rig is also the 305/555, which I understand responds very well to the EZ (and others).



Read the latest TDR magazine. One reason I went with the EZ is that it was the only one tested that did not cause the common rail fuel relief valve to routinely open, something it was not designed to do. I've also heard others that tow or are interested in dependable power (not to be confused with potentially equipment breaking ultimate power) have had years of sucess with the EZ.



If you want to be King of the Hill, don't mind breaking parts, looking to upgrade turbos and transmissons anyway, maybe the EZ is not for you.



Again, I'm on Level 3. If I go to 4 or 5, I'm sure I can break stuff too... . I believe the TDR article points out that anything over a 40-60 HP gain is beyond the useful capability of the stock turbo.



It's a good article and I appreciate those that research and write articles that the membership can benefit from.

Glad you enjoyed it. the final article didn't come out as I expected (murphy) but the gist is there. But I will clarify the rail pressure question, which did not appear very well in #47:



1. I wouldn't exactly say that all pressure boxes more powerful than the EZ "routinely" open the pressure relief valve. perhaps they might if you routinely use WOT high RPM runs though. The EZ was, however, designed to limit rail pressure so that the relief valve set point is not acheived, and I continue to use this box as a benchmark for allowable horsepower via pressure fooling.



2. the rail pressure graph in issue #47 was not interpreted correctly by the editors. the ~40HP point at 26,000 PSI represents the measurement limit of the on board rail pressure sender, not the opening of the pressure relief valve. The pressure relief valve is believed to open at approximately 28,000 PSI, with of course some variability from truck to truck. For obvious reasons we could not measure it...



3. Note that if 26,000 PSI is the measurement limit of the on board rail pressure sender, this means that the ECM and all pressure boxes on the planet are blind to pressures above 26,000 PSI. In other words, higher pressures appear to be reported as 26,000. This suggests that it may not be possible to accurately specifiy the maximum pressure achieved without very specialized mechanical pressure testing. That displaimer includes our article -- we don't know exactly what pressures the various boxes achieved above 26,000 PSI. we only suggest from the slope of the pressure versus HP graph below 26,000 PSI that rail pressure almost certainly climbs above 26,000 point for horespower gains above 40 HP (due to pressure fooling).



4. read #3 again before you invest in a pressure box. Do not accept maximum rail pressure statements unless you understand and have confidence in the experimental measurement data behind the statement, and how any figures were obtained. keep in mind that the EZ itself makes somewhere between 65-80 horspower on the dyno, and my measurements suggest that it definately exceeds 26,000 PSI in the rail.



5. pressure fooling can be used to generate power gains beyond 40 horsepower without opening the pressure relief valve. eg. the EZ and Diesel dynamics TTPM. At power levels above 65-80 horsepower, you are at risk, in my opinion, for opening the pressure relief valve.



6. As the article states, the set point of the pressure relief valve represents the design limits of the rail. the valve is not intended to operate "open" although its spring-loaded plunger design certainly would allow that to happen.



7. Some trucks appear to operate with aggressive pressure fooling without valve failure, yet some (including EZ on secret level 6) do. we don't know why.



-Doug



P. S. one pressure box that jumped out in its uniqueness was the Van Aaken C3. 1. This box maximizes power output while staying below the measurement limit of the rail pressure sender! someone knew what they were doing on this box, as it flies just under the radar at about 40 horsepower and 26,000 PSI. Some where on the other side of the atlantic ocean is an engineer who understands rail pressure and what it means to stay within factory limits, including measurement devices.

 

[crobertson1]

DLeno,



So, in yor opinion, what is the safest box to go with regards to long term durability and reliability? And what is the average price for that unit if you don't mind my asking?

 

[JHardwick]

I didn't keep up with this thread, but just now scanned through it.



I bought my EZ in the spring of '03 and made one run with it on the factory #3 setting. I went instantly to #6 and stayed there for 10,000 miles or so. Since then I've ran #4 for probably 40,000 miles. #4 seems less peaky and more driveable than #6.



I do however have to watch EGT's from time to time. For the most part I don't pay much attention, but when I'm loaded on a 5% grade I do. I can still accelerate, but have to "drive by the gage".



I never installed the "boost elbow" and still run the factory wastegate with an aFe drop in, modified airbox and straight exhaust. I did pinch off the wastegate hose completely for awhile. I could hit 40PSI easily, but it ran hotter EGTs than using the stock wastegate (max of 30psi).



I'm pretty new to the turbo charged diesel, but pushing the stock charger beyond it's envelope is hard on the charger and creates additional heat ... ... ... from the little I know.



I still want the juice, LMAO. A little timing and a little pressure would be just what the Dr ordered, that should conservatively get me to 425 at the wheels without blowing that damn poppit.



edited max towing is around 15,000lbs, although I've towed more

 

[opiefire]

Can the pressure relief valve be seen looking at the top of the engine? If so, is there any visual way to tell that you have exceeded your pressure relief valve?

 

[DLeno]

crobertson1: There are two boxes of interest in the discussion of pressure limits. Of course, the safest is to use no box at all . But there are a couple of very interesting "breakpoints" if you will that I feel are important for the pressure conservative . one is the limit of pressure sender (26,000 PSI) and the other is the pressure relief valve (believed to be 28,000). The Van Aaken C3. 1 flies just under the pressure sender radar. very cool. The Edge EZ (level 4) flies just under the pressure relief valve radar. level 6 has been associated with pressure relief valve failures. So the safest pressure box is the least aggressive, and that means the C3. 1. thats for pure pressure boxes of course.



At the moment, the Bullydog downloader appears to have a good mix of duration, timing and pressure, so if you are comfortable with the downloader thing, consider that one. there are other downloaders as well now, but I know less about them. the Juice also looks very attractive in that regard, because it is zero pressure, allowing you to stack it with whatever pressure box you want (like the lowly VA C3. 1, an EZ on level 2 or 3, etc. ).



Actual pressure is very difficult to measure. my measurements are limited to the on board pressure sender, which is blind to anything over approximately 26,000 PSI (about 40 horsepower via pressure fooling). Even the most aggressive pressure boxes I tested approached 100 HP but I could only measure 26,000 PSI. The bullydog downloader reports commanded fuel pressure from the CAN bus, but you have no guarentee that command fuel pressure is actually acheived.



the TST powermax CR is also timing + duration with zero pressure. it performs very nicely and actually drives smoother than any pressure box I have tested (except the VA C3. 1, which is a peach to drive). my truck is very sensitive to drivability cause its a 6-speed. no TC to absorb jumpy boxes. King of jump is the Banks six gun with speed loader, which comes on like an afterburner.



JHardwick is right about the stock turbo. and about using duration + timing with a little pressure to acheive results with stock injectors. in my opinion, pressure should not exceed that which is required to acheive about 65-80 HP on the dyno (via pure pressure fooling).



dmbarker: there is a picture of the pressure relief valve in TDR issue #47 page 60. As for detecting failure, you can't tell if the valve has popped because very often (my opinion) it will release pressure from the rail without fanfare. it is a simple spring loaded plunger which releases high pressure fuel back into the low pressure side to keep rail pressure below certain limits. Failure of the valve is believed to be accelerated by popping it -- the ball tends to etch and not re-seat properly after one or more uses. I expect there is considerable variability from truck to truck, both in the set point and in the ability of the valve to open and close again while maintaining its ability to sustain high pressures. We know that some have experienced valve failure with the EZ on level 6. others appear to be unaffected by aggressive pressure fooling. there are two possible failure modes -- one is the inability to sustain pressure in the rail with no visible external evidence (spring gets weak and ball doesn't seat properly). you would notice a decrease in power depending on the severity of the valve failure. The other failure mode is evidenced by externally leaking fuel. I would expect the first failure mode would probably progress into the second, since repeated valve failure probably puts additional stress (higher pressure) on the low-pressure seals. Utter failure of the pressure relief valve appears to me to connect high and low pressure sides of the CP3 together.



today's EZ comes factory at level 4, which is approximately 65-80 horsepower on the dyno, depending on the dyno used and the associated test conditions. Diesel dynamics recommends not using the boost elbow too. I agree -- the stock turbo appears to run out of gas in the upper 20s boost pressure. thats the hy-9 on the 03-04.

 

[sick_ram]

you should try the secret setting

 

[DLeno]

not me. I'll let others roll the dice on the pressure relief valve. Level 6 is secret because Edge made it so to avoid this problem.

 

[coobie]

not me. I'll let others roll the dice on the pressure relief valve. Level 6 is secret because Edge made it so to avoid this problem.

DLeno,first off I want to say very good research on HP boxes,and down loaders,very informative. What is your experience on the ramifier HP box,compared to others. Just curious,I will be installing the ramifier on my 2004 cummins 305/555 motor this weekend. Thanks for any info. coobie

 

[DLeno]

The ramifier is the one box I have the least experience with. It appears to me to be similar to the PDQ volumizer, in that both use fancy boost fooling to enhance fuel delivery (this causes the ECM to dial up additional duration and timing because it sees high boost levels). TS uses this technique in support of the statement that rail pressures stay below 26,000 PSI even at 100 peak-to-peak horspower at the rear wheels, something the volumizer was unable to do in my tests. The power output, drivability, etc. of the Ramifier is well chronicled and I don't know of any unhappy users. I just am not able to speak to the 26,000 PSI rail pressure claim because I havent tested the box.

 

[OT-OF-HERE!!]

I may be wrong...

I didn't keep up with this thread, but just now scanned through it.



I bought my EZ in the spring of '03 and made one run with it on the factory #3 setting. I went instantly to #6 and stayed there for 10,000 miles or so. Since then I've ran #4 for probably 40,000 miles. #4 seems less peaky and more driveable than #6.



I do however have to watch EGT's from time to time. For the most part I don't pay much attention, but when I'm loaded on a 5% grade I do. I can still accelerate, but have to "drive by the gage".



I never installed the "boost elbow" and still run the factory wastegate with an aFe drop in, modified airbox and straight exhaust. I did pinch off the wastegate hose completely for awhile. I could hit 40PSI easily, but it ran hotter EGTs than using the stock wastegate (max of 30psi).



I'm pretty new to the turbo charged diesel, but pushing the stock charger beyond it's envelope is hard on the charger and creates additional heat ... ... ... from the little I know.



I still want the juice, LMAO. A little timing and a little pressure would be just what the Dr ordered, that should conservatively get me to 425 at the wheels without blowing that damn poppit.



editedmax towing is around 15,000lbs, although I've towed more

But I think I've heard DLENO say the Juice has Zero pressure. That's why it stacks so nicely with the EZ.