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What else?
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When John said $275 that was with shipping and insurance.

Dave said $250 plus shipping and insurance.

I look forward to getting one from Swamps! :D

Dave
 

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Grumpy Old Bitter Bastard
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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.
John/Dave: Interesting description on frequency tuning. I would like to ask how do you allow for variations of the inductive load and latency differences of different (a_ codes, b_ codes) injectors? Or do you setup and allow for a tolerance band and assume that all injectors will fall within this band when you apply your frequency tuning adjustments? Just seems to me that if you are tuning to your bench setup inductive loads, that there may be some differences when applied to the actual installed injector set. Comments?
 

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Discussion Starter #24
If you already have a modded ( Hi-Voltage) IDM, I would not get one of our Hi-Voltage / Hi-Frequency units, unless it is an all-out competetion truck where you absolutely must have every last HP.

If you have a spare IDM and want to trade, send the spare in and I'll mod it and send it to you. Then you send me your other one for "payment". (You're on the honor system here. :) )

The inductance of the solenoid is the same for all models of injectors; solenoid-to-armature clearance has a tremendous effect on the waveforms, with the factory tolerances giving the cleanest waveform.

Swamp's IDM's
 

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yes, i am.... so far im very impressed with the gains. fuels harder in the low/ mid range and throttle is quite a bit more responsive. I think the only reason that i havent noticed a top end gain is due to the hpop not being able to keep up. from 0-60mph the truck feels noticably quicker though, dont have any dyno or track times to verify this.

mods are- stage 1 injectors, elec fuel system, wildman chip, intercooler, swamps idm.
 

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I believe Lukecline just put one in his OBS truck, not sure who else has one, but I need to get one or 2 myself.

-Michael

Edit: he beat me to it.
 

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...The inductance of the solenoid is the same for all models of injectors; solenoid-to-armature clearance has a tremendous effect on the waveforms, with the factory tolerances giving the cleanest waveform...
soo, would you accept the 8 injectors that would be run with this modded idm to use in taking reading while modding the idm, or would it not be worth it?
 

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Luke, was this comparison with a OBS stock IDM? Would love to see dyno curves of this vrs a stock vrs a Joe Servo modded IDM
 

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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
 

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`
Will this give a noticeable gain for the $$ over a 140v resistor-modded IDM on a very heavily modified engine?
`
...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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Peon Extraordinaire
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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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got boost
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is this something you want to do with aftermarket injectors or would it make no difference then
 

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


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.
 
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