Well after some work I got the truck running with a CP3 pump added to as a second fueler. Right now you can see from the video that the electronics that I built are a little slow in reacting to pedal movement. You can see that the the pressure spikes up faster than desired but levels out in a split second. The owner is taking the truck pulling this weekend so we will see if it works or not.
Well after some work I got the truck running with a CP3 pump added to as a second fueler. Right now you can see from the video that the electronics that I built are a little slow in reacting to pedal movement. You can see that the the pressure spikes up faster than desired but levels out in a split second. The owner is taking the truck pulling this weekend so we will see if it works or not.
If egts are to high we will start spraying some water into it. I hope we have that problem. First, it just needs to move the sled tomorrow. Then we can see if it was worth the effort and money, building it.
I don't understand how you managed to do this in a few weeks, yet actual powerstroke shops are just getting around to figuring it out after the motor has been out 3 years. Haha. Looks awesome though, once Eric figures out the tuning, its going to run real good.
I went to college and got my degree in Electronics. My actual degree is Industrial Technology Management, with minors in Electronics and Industrial Power Control. I started as an Electrical Engineer but changed my major after 2 years. I am also in a college town and a couple on my old college professors are now retired. I gave one a call and told him that I wanted to build this control box. It was raining a lot so we built the control box when he couldn't golf. We used the University electronics labs. Good thing for summer school and couple college kids help.
This truck has two different controls. It has the Ford computer and control. Which is currently the exact same tuning from Innovative Diesel that have been in this truck from day one. We had to spend a lot of time working to match the CP3 control pressures to the truck. We are using pedal position voltage to control the pulse width of the CP3 controls. I just made a chart of desired rail pressure vs pedal voltage. Then I adjusted the CP3 controls accordingly. It is not 100% right it seems close enough for now.
When we first got tuning from Eric we got 4 tunes with varying pulse widths. Both videos of the truck just sitting are both made on the same tune. While pulling the truck was turned down I think 2 levels to maintain Rail Pressure. Now we will pull and see if it will maintain pressure with the big pulse width.
The CP3 control box is where the delay comes from. When the pedal is moved the cp3 control basically goes to full pressure then has a split second before it starts generating a pulse. We worked on this issue for a couple days and this is the best we can get. This is why I showed the SCT gauge and you can see the pressure spike then come back down. If you move the pedal down very slow my controls can keep up. I also built in a full pedal 100% fuel from the CP3. So when the truck owner is staging and if he puts the pedal to the floor the rail pressure will go straight to 179 mpa with the desired only sitting at like 107mpa. At least this is what I am seeing just mock staging the truck in the parking lot.
This truck is a purposed built pulling truck. A few imperfections can be "overlooked" if it means it competes better. I think this setup will work on this truck but not sure if it would on a daily driver. It needs way more testing. We have only had this running with 2 pumps for like 5 days now.
That seems to run very well, if the rev limiter hitting had not cut back fuel it would have went a good bit further. You could tell when it cut it back it hurt your speed and that was when the weight was hitting it hard too. Looked like it wheel hopped pretty bad in the beginning and he let out alittle too.
Def alot more fuel what is the rev limiter set at? Hopefully that thing is tappin 5k for the rev limiter, if it is... sweet.
You guys should look into summitt racing shocks for the front of that since its a dedicated puller you can leave them on but youll have to make a mount for them. Might as well mount them infront of the coil spring.
So in an attempt to stabilize the front end the owner went and put the heavier springs back in the front end. He then took it to a pull yesterday. It was a small pull and the only reason he went was to see what the truck would do in the next gear higher. Well it seems to have plenty of power to run that gear. I do not thing there was a video taken of it. The front end definitely does not like the higher wheel speeds. He said he was in and out of the pedal a few times rying to get the front end settled down. It would stay on the charger with no problems. The owner said he just can't believe the power difference. Well the truck was so wild to drive in the taller gear he broke the front end and the rear end. The only tires that got power to get it on the trailer was the right rear and the right front.
So the axles need to come apart and get fixed. The front end it coming off and the rubber mounts in the front end are getting changed to solid mounts. The truck is also getting another shock or two. I think he may also take the MT off the front and go back to an AT.
All in all, it was some good information. The power is there, you can just feel it. Prior to the the second pump I think the highest RPMs we had ever gotten was about 3800 and that gave us a previous best in MPH of 27mph. In the last video we were sitting on the rev limiter at 4500 which gave us a wheel speed of just over 31 mph. In the taller gear he was still able to get into the 3600 rpm range which gave him a wheel speed of around 34 MPH.
If anyone cares our final drive conversion factor with the tires to convert RPM and MPH are 141.86 and 108.28 for the two gears we are working with.
If this truck can run that gear and get a smooth hook it is going to be a contender. I think he will need around 33 ~ 36 mph to be a contender with trucks that he pulled with on Saturday.
Also this was the first time the truck has been able to spin out at the end of the track.
Adding another shock may or may not help but im telling you to try a summitt drag racing shock that has 90/10 valving, meaning there is a ton of dampning, and a very fast rebound, im going to be ordering some before the next pull, i really think it will stop the hop. there is a thread on compd about it.
If your getting front wheel hop. I've noticed with Josh's 4link kit I've heard the front hop goes away. I dunno what he is asking for cost though. http://www.rivercitydiesel.com/24501.html
Here is a video of him pulling in Wyoming Saturday
We don't have the time to wait for shipping. The truck needs to be pulling on Thursday night and with today being basically a holiday. So we have to make our own parts.
Got looking at the truck and it seems that it blew both the Bilsteen shocks out on it. They are both junk and currently are doing zero dampening. So now to decide when that happened, did they just getting progressively worse, or did it blow them at the last hook?
I'm just puzzled about it, I know Empire is working on similar things though. I don't doubt Lube's skills, but there has to be more to it. Is the username EDP, Chad or Buddy? Off topic, but I've been meaning to get back in touch with Chad about some work I am wanting done in the near future.
I'm just puzzled about it, I know Empire is working on similar things though. I don't doubt Lube's skills, but there has to be more to it. Is the username EDP, Chad or Buddy? Off topic, but I've been meaning to get back in touch with Chad about some work I am wanting done in the near future.
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