First Impressions TST Box.

[Big MAK]

In my 98. 5 I ran a Luk Pro Gold a couple years before I traded on my current rig. No problems at all with the clutch. Was making around 400 hp and towing 21,000 lbs all over with cruise set at 75. Hot dogged it from time to time but didn't try to lay too much rubber. Overall really happy with the Pro Gold. The Pro Gold replaced a Centerforce Dual Friction -- which is a total waste of money on a low RPM (lower then gassers) diesel. Learned that the hard way (the dual friction's finger weights don't engage fully at lower RPM). 3000 RPM being redline on an I6 and barely revving on a whiny V8.....

 

[d90boy]

Originally posted by Lonestar

Do you think the CP3 is just pumping all it can or am I not getting the fuel from the tank to the pump. I am running DD pusher pump and fuel line kit, which I thought would help, so I'm kinda lost here. I didn't get the chance to speak with TST today, so I don't know anything yet.



Lonestar

Like myself and Vaughn said in previous posts, it's highly probable you've surpassed the CP3's ability to pressurize the fuel rail. The only way I know this is possible is from what Keith from DD has said on here concerning what power limits they have found during their testing. Also I do not think a larger fuel rail would help the problem, only delay the stumble by a second maybe.



What I want to know is what engine Banks used in their sidewinder truck. It's obviously not a Dodge application and their high pressure pump was able to supply fuel to make 700+ hp with the stock lift pump being fed by a higher capacity Holley pump.



Anyone think a larger fuel line from the CP3 to the rail would make any difference? I'm thinking not really but would love to be wrong!

 

[BillGotthelf]

I believe I read that the banks was a 12v motor.

 

[blake underwood]

My July/August issue of Truck Trend I'm looking at right now, states the Gale Banks truck is powered by an '03-model common-rail motor.



You guys have me worried w/ the CP3 being maxed out. I order the TST PowermaxCR and a FAAS fuel pump, and they should be here any day. I already have 100+ HP injectors. It sounds like I might have problems w/ all of this power. I don't wanna damage my motor, what do ya think ???

 

[Mopar_Mudder]

Originally posted by blake underwood

I don't wanna damage my motor, what do ya think ???

Don't ya think you are getting a little beyond the point of that. With the levels you are getting at you are going to take risks.

 

[Jeremiah]

Motor v. engine controversy

A minor point, fellas ... a MOTOR runs off electricity and operates things like vacuum cleaners and sewing machines.



An ENGINE uses fuel (diesel, gasoline, av gas, etc. ) to power automobiles, trucks, trains and planes.

 

[blake underwood]

Mopar_Mudder,



Well, what I am asking is, is the PowermaxCR going to be a risk (CP3) for my setup. With what I have now (in my sig) my power is smooth, and there is no stumbling, or problems RIGHT NOW. If you would give your opinion on helping me out on deciding that factor, instead of giving your opinion on my "quote" that would be most apprecaited .

 

[DuaneOlson]

Originally posted by FastEnough

I think I am going to keep my Edge EZ and TST Powermax and stack both . I like having the higher fuel rail pressure. I might not be able to run the 5/5 or 6/6 settings but latter I might. I ordered my TST box today without the digital guages and was told about 2-3 weeks. I can deal with that. My question is going to be how do I hook both boxes to my MAP sensor or any thing else they both use. Has anyone stacked this box yet with an EZ or will I be the Guinea pig. Oo.

if you call bill heath at heath diesel he can tell you how/ it sounds like they plug together no problem. He talked me into it for towing so I ordered both chips today

 

[Greg Boardman-RIP]

Originally posted by blake underwood

Mopar_Mudder,



Well, what I am asking is, is the PowermaxCR going to be a risk (CP3) for my setup. With what I have now (in my sig) my power is smooth, and there is no stumbling, or problems RIGHT NOW. If you would give your opinion on helping me out on deciding that factor, instead of giving your opinion on my "quote" that would be most apprecaited .

Until these guys are running boxes, injectors, turbos and whatever else they are running with a fuel pressure guage, we wont know what the reason for not enough fuel is. The CP can make over 500 HP with just an EZ and a pusher pump and injectors.



I think that the fuel rail needs to be honed out and larger lines from the pump and maybe even on the return need to be run. I have stumbled my truck with DDIII's and an EZ. I have been trying to get my hands on a Common Rail to do some testing. I ordered a 30,000 psi guage from a friend of mine who is a Cummins marine mechanic. Maybe we need a common rail off of a 8. 3 just like the HX40 is from? Now you guys got me thinkin... ...

 

[Jeff_K]

The CP3 should be able to supply enough fuel for well over 500hp. The Duramax uses the same pump and there are guys getting close if not over 600hp with that set up. I am thinking our rail is the limitation.

 

[BigCarl64]

I installed the PMCR this past weekend and I love it. My only complaint is the perpetual code P0336 that is set. I can clear it, but it comes back immediately. Does everyone else have this problem? I have NOT connected the ground from the crank/camshaft wiring cable.

 

[banshee]

The CP3 should be able to supply enough fuel for well over 500hp. The Duramax uses the same pump and there are guys getting close if not over 600hp with that set up. I am thinking our rail is the limitation.

I agree. I have personally watched a Duramax run 681 hp on a dynojet with a string of fueling boxes and ton of nitrous, but with the stock pump. The potential is there.



John

 

[blake underwood]

Thanks Greg Boardmen,



I do have a fuel pressure guage, so that'll be of some help when I put the PMCR and the FAAS on. Right now, F-psi goes to 0 fast WOT. I like your theory about using a rail off of an 8. 3.

 

[d90boy]

I'm not really seeing how a larger fuel rail would do any good. If you're putting more fuel through the injectors than the CP3 can pump to the rail how would a larger rail help?



The analogy I think of is a 1/2hp 10 gallon air compressor trying to run a die grinder. You can run it for a little bit but the pump can't fill the tank as fast as the die grinder uses it. Now put a 20 gallon tank on the same compressor. You can run the tool longer than with the smaller tank but once the tank is depleted down, the compressor still cannot meet the die grinder's air requirements for a 100% duty cycle.



Any thoughts?

 

[Mopar_Mudder]

Originally posted by d90boy

I'm not really seeing how a larger fuel rail would do any good. If you're putting more fuel through the injectors than the CP3 can pump to the rail how would a larger rail help?



The analogy I think of is a 1/2hp 10 gallon air compressor trying to run a die grinder. You can run it for a little bit but the pump can't fill the tank as fast as the die grinder uses it. Now put a 20 gallon tank on the same compressor. You can run the tool longer than with the smaller tank but once the tank is depleted down, the compressor still cannot meet the die grinder's air requirements for a 100% duty cycle.



Any thoughts?

What you are saying is true, but it can go both ways. May be the CP3 can pump more volume then the tubing can handle.



To use your air compressor again, take a 10hp compressor and run it through 1/8" air hose with no tank and it wont keep up to your die grinder either.



I would imagine that their are some gallons per hour ratings out their on the CP3 some where. Taking the amount of flow through the injectors and duration of events it could all be figured out.

 

[DLeno]

d90boy, the analogy doesn't hold: fuel doesn't compress and there is no storage in the fuel rail in the same sense as an air compressor+tank. The capacity of the fuel system to deliver fuel to the injectors is characterized by the flow capacity of the pump itself, in combination with the restriction imposed by the rail.



Thus it is not possible to put more fuel through the injectors than the CP3 can pump to the rail--for the simple reason that fuel does not compress or be stored in the rail. the sum of the injector's fuel flows equals the output of the high pressure pump at all times (ignoring return fuel for the moment).



The reason it is even possible to store air in a tank (so that short durations of air flow greater than the compressor's own flow rate are possible) is because air can be compressed.



The rail is like a hose on the end of a faucet. If the rail imposes a signficant restriction (like a 1/2" garden hose instead of a 5/8) then opening up the rail will allow more fuel, just as using a larger garden hose will allow more water to flow to your sprinkler when hooked up to the same faucet.



This of course assumes that the pump's own capacity has not been approached, in which case, the bigger rail won't do any more than putting a larger garden hose up to a wimpy city water system will.



And it also assumes that the low pressure fuel sytems is keeping up...

 

[d90boy]

I see what you all are saying, good points. At 20,000psi though I bet the fuel does compress a little though. In an earlier post I did mention enlarging the fuel line from the CP3 to the rail so we agree that maybe would be good for something. One thing I hang up on is that the supply line to the rail is probably the same size as the fuel lines going to the injectors. Since the injectors fire one at a time and there's no overlap in their firing, shouldn't a line of the same size be sufficient to keep it supplied?

 

[Lonestar]

After a conversation with Mark@TST, we have decided that the change in exhaust sound is due to the manifold pressure being too high. The stock turbo is too retrictive thus when Massive amounts of fuel are dumped in, the exhaust pressure is causing the valves to stick.

That all makes perfect sense.



Now my question is why am I getting the "knock" from the engine compartment when decelerating??



I am going to install a fuel pressure gauge very soon so that I may monitor my fuel system to make sure I am getting suffecient fuel pressure to my CP3. I will keep you updated on my findings.



KEEP ON TRUCKIN'

Lonestar

 

[XcumminsX]

did mark have anything to say about the DDIIIs and the box working together?

 

[DLeno]

you mean like "where is all that fuel going to come from?"