Swamp's Hi-Voltage / Hi-Frequency IDMs - Page 4 - PowerStrokeNation : Ford Powerstroke Diesel Forum
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post #31 of 40 (permalink) Old 02-04-2009, 06:34 PM
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Re: Swamp's Hi-Voltage / Hi-Frequency IDMs

Id have to double check, but i think i had an early 99 idm in it.

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post #32 of 40 (permalink) Old 02-05-2009, 01:14 AM
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Re: Swamp's Hi-Voltage / Hi-Frequency IDMs

I have a early all mods in my sig, would it work with my setup or would it be a waist of time? Never have seen or been around anyone that has done this so Im just curious. Thanks!

Rich

99 PSD dually
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post #33 of 40 (permalink) Old 02-05-2009, 01:48 AM
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Re: Swamp's Hi-Voltage / Hi-Frequency IDMs

Will this give a noticeable gain for the $$ over a 140v resistor-modded IDM on a very heavily modified engine?

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post #34 of 40 (permalink) Old 02-05-2009, 03:05 AM
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Re: Swamp's Hi-Voltage / Hi-Frequency IDMs

`
Quote:
Originally Posted by PowerstrokeJunkie View Post
Will this give a noticeable gain for the $$ over a 140v resistor-modded IDM on a very heavily modified engine?
`
Quote:
Originally Posted by Swamp View Post
...although it has given some very noticeable gains on most trucks. Stock trucks show the most gains, highly modified ones the least.

Any gains are also very dependant on what condition the original IDM is in: If the original IDM is already modified, and the pulse gap is shorter than .36-.38 milliseconds, little to no gains will be seen.

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post #35 of 40 (permalink) Old 02-05-2009, 03:29 AM
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Re: Swamp's Hi-Voltage / Hi-Frequency IDMs

Ah...got it. I already have a modded IDM from DI, so I will use my money elsewhere....





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post #36 of 40 (permalink) Old 02-05-2009, 04:48 AM
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Re: Swamp's Hi-Voltage / Hi-Frequency IDMs

Well I sent in my spare IDM. Will be able to give my impressions once I get it back. This will be going from a 140 to the HVHF version. I wish I had the $ to do a back to back dyno run for everyone. Finances just won't allow it though...

Sam
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post #37 of 40 (permalink) Old 02-17-2009, 12:59 AM
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Re: Swamp's Hi-Voltage / Hi-Frequency IDMs

is this something you want to do with aftermarket injectors or would it make no difference then

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post #38 of 40 (permalink) Old 12-02-2009, 12:40 AM
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Re: Swamp's Hi-Voltage / Hi-Frequency IDMs

This is a very worthwhile upgrade youn's I highly recommend it. !

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post #39 of 40 (permalink) Old 05-01-2012, 04:15 PM
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Re: Swamp's Hi-Voltage / Hi-Frequency IDMs

I know the thread is old, wondering if swamps will still mod one in trade for another??


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Notes & Comments on Swamp's High-Voltage High-Frequency Injector Driver Modules.

This modification was developed more as a repair technique than as a performance modification, although it has given some very noticeable gains on most trucks. Stock trucks show the most gains, highly modified ones the least.
Any gains are also very dependant on what condition the original IDM is in: If the original IDM is already modified, and the pulse gap is shorter than .36-.38 milliseconds, little to no gains will be seen. If the original IDM is a stock EDU-100A model (used in 1994-1995.5 PSD's), the greatest gains will be seen. (Every EDU-100A I have seen was a weak, sick puppy.) Trucks with higher mileages on their injectors will also see more gains.
The only way to tell whether a truck will benefit from the HV-HF mod is to view the injector voltage waveforms on an oscilloscope. If the pulse gap is longer than .40 ms, if there is a double gap, or a ragged and uneven hold-pulse, then this mod can help.

The HF mod is not nearly as simple as the HV mod; whereas the latter involves replacing a single resistor with another one of a fixed, known value, the HF mod is more of a balancing act akin to changing the rate at which a playground see-saw pivots: the weight of the kids, how far they sit from the center, and how hard they push, all have an effect. The characteristics of the injector waveforms dictate which component(s) need to be changed or replaced, and since no two units respond identically, I often have to solder and desolder components multiple times to get satisfactory results.

It takes a minimum of 1-1/2 hours from the time I crack the IDM case open until I can seal it back on. After opening the case, I hook it up to my test bench / engine simulator which consists of a complete engine wiring harness modified with two PCM connectors (one for 1994-1997 PCM's and the other for 1999-2003 units), an IDM connector, 8 injectors and a cam trigger wheel with a CPS mounted to a variable speed motor which allows testing up to 6000 RPM. A control box allows simulating any sensor input to the PCM--EOT, EBP, IAT, MAT, BARO, MAP, TPS, etc and a custom circuit provides an ICP "feedback" signal to the PCM proportional to the IPR duty cycle. A cutout box allows disabling any injector, and a breakout box allows instant access to any signal into or out of the PCM or IDM, and the wiring harness also has the ODB-II plug for connecting a diagnostic scan tool, so I can monitor the PCM Data Stream, etc, and also run Injector Buzz Tests.
After I get it up and running, I scope the waveforms on all 8 injectors. Then I start making notes on a form: customer data, IDM model & serial number, PCB revision number, and a dozen or so voltage, frequency and duty-cycle readings. The voltage and frequency readings are re-recorded after any change is made. Once I deem the waveforms to be satisfactory, I do what I call a "Heat Stress-Test". A stock IDM draws 10-12 amps at full load, a HV one 12-14 and a HV-HF 18-20 amps, causing a substantial increase in temperature. For this test I put a thermocouple probe into the heat sink for the low-side switching transistors (the hottest components), wrap the IDM in a heavy bath towel, and run it at 2 ms of injector pulse width and 3,000 RPM, recording the temperature at 5 minute intervals while monitoring the injector waveforms. If the unit is still running normally after 25-30 minutes, I call it good.
If it fails, usually evidenced by injectors dropping out and not firing, but sometimes a complete shut-down with it recovering after it cools, or occasionally something something going up in smoke, then I fix the problem and then repeat the test until it passes.
The 2 ms / 3000 RPM is based on an engine running WFO under a sustained, heavy load mile after mile, and the engine will probably melt down before the IDM overheats. However, I currently do not want people who do heavy towing to order the HV-HF IDM's; we still need to do more testing in this area.

All IDM's that we sell will now have both the Hi-Voltage and the Hi-Frequency mods done to them. Price is $275.00 with a $200 core charge if we don't get your old IDM back, and it includes return shipping to send your core back. (We don't want your $$$, we just want our cores back. :) )

Warranty is one year.

If anyone has an extra IDM, we will mod one of them in trade for the other one. If you have non-working IDM's, 2-3 of them will get your good one modded.

00 F350 cclb former dually
1"shackles, 6" lift, 37" oz, HD headlights, AFE intake, bellowed up pipes,swamps stage 1s, swamps tunes, 5" exhaust, iah, ebpv, foil all deleted,zoodad, pillar guages; boost, Pyro, fuel pressure. MBC,
97 ex cab PS SOLD
04 CCLB 6.0 EDGE J W/A, 4"mbrp Sold
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post #40 of 40 (permalink) Old 03-19-2019, 09:51 AM
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Old thread Swamps still around? How do I get in contact with you? I tried pm but it says you don’t accept pms.
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