TS Performances MP-8

[blacksheep4x4]

Do any of you guys have any thoughts on this new power adder. It looks interesting to me, but I'm not real familiar with thier products. Are thier products any good. Are they reliable, safe, and easy to use? And can they be stacked with other boxes?

 

[JCleary]

I have a Ramifier, the older version. Runs GREAT! I like the in-cab adjustability, too.



Makes more power and idles smoother than the 100hp Quad box I had.



They claim that it uses no more than 26k psi rail pressure. It makes your motor rattle a bit on high settings due to the timing changes the ecm is making based on the MAP sensor readings.



It stacks well with the Bully Dog downloader and TST that I'm running.



It also made about 110hp on the dyno w/ my truck, more than they advertise.

 

[SLJolley]

We have used alot of them and had good results.

 

[blacksheep4x4]

Thanks guys. anybody else have any good info on this box? Sounds like it will work well with the TST? Can anybody give me a break down of what the MP-8 controls at various settings?

 

[JCleary]

Thanks guys. anybody else have any good info on this box? Sounds like it will work well with the TST? Can anybody give me a break down of what the MP-8 controls at various settings?

The MP-8 adjusts your fuel rail pressure, plus it does some tricky boost fooling. It actually tells the ecm you're getting more boost early on causing the ecm to increase fueling and timing.



TS Performance will also reprogram the MP-8 to stack with the TST. Not sure what the difference between the stock program and the TST program is, but I'll let you know when I get my Ramifier back. I sent it out for reprogramming yesterday.



In stock trim it works well by itself. It also stacks very well with the TST. I ran 534hp uncorrected with the Ramifier on 40% and TST standard program on 7x7.



In a week or so I'll have the TST flash for my Ramifier and the Twins flash on my TST. I'm anxious to see what the difference is. I know the TST will fuel a lot sooner, and I'm sure stacking with the Ramifier will make for quite the smoke show. Hopefully my CP3 will keep up :-laf

 

[Cummins Thunder]

I rode in a 2005 with the MP-8, TST(twins) stack.

After some street testing, we felt that the MP-8 was blowing open the fuel rail relief valve, when used at higher settings.



CJ

 

[Mark Craig]

M. Murray,



Like JCleary said it's very advance boost fooling wise as compared to most other products and it's one of the best "stacking" products out there if you plan that in the future etc. We have had very good customer comments on it and zero returns etc.



Mark @ DPPI

 

[JCleary]

I rode in a 2005 with the MP-8, TST(twins) stack.

After some street testing, we felt that the MP-8 was blowing open the fuel rail relief valve, when used at higher settings.



CJ

What is actually happening is a draining of the fuel rail. I ran into this on my last dyno runs.



With the Ramifier by itself (even at 100%) the truck runs awesome. Turn up the TST, and leave the Ramifier turned up too high, and all you get is a bunch of smoke and no power. The CP3 just can't keep up on the demand for more fuel by the TST and MP-8.



Several people with rail pressure gauges have reported on this, and they say rail pressure drops as low as 7-8000psi. AFAIK you need 13k or better to make good power.

 

[Cummins Thunder]

What is actually happening is a draining of the fuel rail. I ran into this on my last dyno runs.



With the Ramifier by itself (even at 100%) the truck runs awesome. Turn up the TST, and leave the Ramifier turned up too high, and all you get is a bunch of smoke and no power. The CP3 just can't keep up on the demand for more fuel by the TST and MP-8.



Several people with rail pressure gauges have reported on this, and they say rail pressure drops as low as 7-8000psi. AFAIK you need 13k or better to make good power.

But the MP-8 is only a pressure box, right?



CJ

 

[blacksheep4x4]

This is awsome info guys. Keep it coming. Does anybody know if if this thing would work witha Smarty as well?

 

[JCleary]

But the MP-8 is only a pressure box, right?



CJ

Primarily, yes, but used in conjunction with a timing/duration box on high settings you can demand too much fuel for the CP3 injection pump to keep up, resulting in skyrocketing egt's and a loss of power, plus a bunch of smoke. Fuel is not atomized properly, which causes the above symptoms.



The Ramifier/MP-8 is a pressure box, but it also makes the ECM advance timing and adjust duration based on the MAP readings it's sending to the ECM.



I forget which TDR article in which DLeno wrote about how it does boost fooling differently than any other box on the market. It's not just pressure alone.



Additionally, if one were to have a bad relief valve, I would think one would feel a loss of power with the boxes turned off.



Only way to know is to run a DRB III or rail pressure gauge with the boxes off and watch the readings.

 

[DennisPerry]

J Cleary,



Got you all set. Let us know how you like the MP-8 programmed for the stack.



Dennis

 

[Matt400]

I have a Ramifier, the older version. They claim that it uses no more than 26k psi rail pressure.

Older version? I had one with the in cab knob and it pegged my rail gauge. I took it off after that.

 

[DennisPerry]

What brand of rail pressure gauge do you have? Could it be possible that your gauge was wrong? Were you using it as a stack? If so did you have it reprogrammed for that application? Did you have the correct part number for your application. For example, you cannot use an 03/04 on a 04. 5 - 05 600 series. The RAMifier/MP-8 is designed not exceed rail pressure, and has not been an issue.



If you would like to know the formula we use in our software for programming the MP-8/Ramifier it is as follows: Bar X 14. 7 = PSI.



The only accurate gauge I have seen to date on rail pressure above 26,000psi is the MP-D and it will not be availible to the market until the end of Feb.



Dennis

 

[Matt400]

This was on an 03 CA SO that only had improved exhaust flow and no other mods.

I first used my Vantage DVOM to record voltage outputs from the OEM pressure transducer and could easily see outputs past the 4. 56v range.

The OEM transducer is calibrated as such:



• 0 psi = . 50 voltage return (VDC)

• 5801 psi = 1. 39 volts

• 10153 psi = 2. 06 volts

• 14504 psi = 2. 72 volts

• 20305 psi = 3. 61 volts

• 26107 psi = 4. 50 volts



I also noted that with the knob turned up while at WOT and close to redline I would get a shudder that almost felt like an ignition misfire on a gasser, it was my belief that it was the pressure relief valve bleeding fuel then closing, then bleeding again.



Later on and working with a SPA engineer I calibrated a SPA gauge to use the OEM transducer as its sensor to match the above chart. Once the gauge was calibrated I used a sensor simulator as an input to plot a couple more figures for the chart:



• 23200 psi = 4. 06 volts

• 26700 psi = 4. 56 volts



I didn’t plot any figures above 4. 56v because the transducer becomes saturated and is unreliable as a sensor above that voltage.

I set the SPA’s alarm led to go off at 26700 and could achieve the alarm point with no trouble.



The MP-D will also be limited to 26,700 unless it will have its own pressure transducer.

 

[JCleary]

J Cleary,



Got you all set. Let us know how you like the MP-8 programmed for the stack.



Dennis

Thanks for hooking me up Dennis! I'm excited to get it installed and put it through its paces. Can't wait to get back on a dyno and do some fine tuning.



I'll report back soon