Big Power, Big Limp [Archive] - TheDieselPage.com Forums

01F350SRW

12-02-2002, 20:29

Well fellas here goes....
Super Juiced and Injectors from Diesel Dynamics now installed. One problem but and expected one, the Chevy is at the shop. Not the dealer, but the Allison Specialist shop in Greensboro. I have no idea what kind of new power I have so far b/c immediately the truck went into limp mode in level 4. Not to worry though, I visisted the Allison dealer prior to picking my truck up from the diesel shop. I told the guy what I had and what the problem would be. I told him about the mods that can be ordered through JK and he said he could come up with something of his own. He said that the clutch was the problem, and if you could fix that you wouldn't have to bother much with anything else.
Sooo...I called him today and told him my truck went directly into limp mode when I drove it, I know about resetting it and all that but he told me not to, to bring it over as it was on a trailer. So this afternoon Chevy got taken to the Allison dealer on a trailer behind the PSD. :confused: Im supposed to pick it back up Weds, with the problem solved. Very Cool, but don't know about the $$$$ yet. :rolleyes:

I will get it on a dyno by the end of the week and tell you what it does, I finally located one in Moorseville, home to just about every NASCAR shop you can think of...including the greatest...DEI :D One thing that is totally different thought, even at idle, engine noise, sounds like a loud PSD, its considerably louder than my PSD sitting side by side, its almost like I have no Pilot injection what so ever, and she pours the black smoke :D :D

hoot

12-02-2002, 20:37

SteveO,

This one should get your attention.

CPMac632

12-02-2002, 21:19

I know Swamper SSR's have a very high load rating in the 35 inch size.

Kennedy

12-02-2002, 23:45

Steve O is at Covington Detroit Diesel/Allison and resides in Mooresville. John Beardsley at Parks Chevrolet in Charlotte is pretty sharp too.

Would it really have hurt to let the D/A get acquainted with a somewhat lower level of power first? :rolleyes:

George Gozelski

12-03-2002, 14:20

Very interesting stuff going on here today! I was wondering how much the Dmax would smoke with aftermarket injectors! I wouldn't expect your truck to be louder than a Powerstroke though! Keep us posted on your Allison fix and the dyno results! :D

kerry witherspoon

12-03-2002, 19:40

black smoke,overfueling,washed cylinderwalls,bad idea

SoCalDieselNewbie

12-03-2002, 19:55

F350,

My concern regarding the entire "aftermarket injector" for the Duramax is this...

How well are these new injector atomizing the fuel?

Are they just honing the injecters with a large hole and thus decreasing the burn ability of the fuel?

From everything that I have heard...

Getting more fuel into the motor isn't the problem. Of the absolute maximum 32 miliseconds availible for fueling, most of these aftermarket power adders, that alter the fuel duration, are only using 2 miliseconds to fuel.

I problem right now, isn't more fuel, but rather MORE AIR!

Safely increasing air flow into (read: Not disabling the wastegate) and out of the motor is challenge.

You can dump fuel into the motor until next week... How much air can you shove down it's throat so you can burn that fuel is the real question?

As for the hot juice & trannys, I can't comment.... However, I do know that with my set up, I can put the tranny into limp mode at will. I don't experience the 'defueling' between shifts that the Juice does. When I shift from 4th to 5th, in a heavy acceleration scenario, I am doing it right now and under full power.

Kennedy

12-03-2002, 20:04

A properly done injector nozzle will generally not yield even a single step increase in "pin size" unless excessively enlarged. The key is in moderation and BALANCE. The quicker we can get the fuel in, the better.

I've always preached the air flow thing. 3.5" pipe isn't going to cut it. While it is true that more air is needed, the fact that a single throw of a switch can add 60RWHP says we can still stand some more fuel.

[ 12-03-2002: Message edited by: kennedy ]

stretch

12-03-2002, 20:08

SoCalDieselNewbie ,
Spill the beans, what is the setup you are usiong ???? :confused:

sdaver

12-03-2002, 20:43

I THINK ITS A REVERSED ION DRIVE FROM THE LIGHTS.........A KIND OF SPYRO GYRO.......... :D

WE COULD SEND OVER SOME UN WEAPONS INSPECTORS :D

[ 12-03-2002: Message edited by: sdaver ]

SoCalDieselNewbie

12-03-2002, 20:50

Kennedy,

Correct me if I am wrong, just remember I am just a Diesel Newbie....

Currently, we can just keep force feeding the engine fuel but the cost is higher EGTs and smoke.

To me, that means the ratio of fuel injected into the motor vs. the fuel burned by the motor is out of whack compared to the lower power levels.

In other words, at the higher power levels we are LESS EFFICIENT AT BURNING THE AVAILABLE FUEL.

Again to me, that means that there is ALREADY POWER AVAILABLE in the current level of fueling that isn't being utilized.

Just a hypothetical here... If a person took the $1300 that injectors cost and spent it on lets say increasing the flow of air into the motor, assuming that a guy shelling out $1300 for injectors already has an aftermarket exhaust, would there be a power gain?

I think that we all would agree that there would be a power increase.

At this point, you can toss more fuel into the Duramax via programming than the Duramax can handle. Both tranny wise, which is being addressed, and EGT wise.

To me that says that AIR FLOW INTO THE MOTOR is currently the limiting factor. If EGTs are a concern, and they are unless you are building just a 1/4 mile truck, we need to burn the fuel that we are already dumping into the motor.

IMHO, the next big step in Duramax power, will come when someone decides to make a higher flow intake manifold, a higher flow exhuast manifold and bolt on a larger Turbo.

Now if these aftermarket injectors are creating a better atomized fuel than the stock injectors, in other words a more effecient fuel for the motor, it is a step in the right direction.

However, it seems that they are just capable of dumping fuel into the motor at a higher rate than the stock injectors.

Which will just raise the EGTs some more...

If getting fuel into the motor quickly is of benifit... why not just run injectors, a box that increases fuel pressure and reprogramming the PCM with those mods in mind?

In theory...

If "FUELING THE MOTOR QUICKLY" has the power benifits that you claim, we could be using the same amount of fuel as the Hot Juice.... BUT CREATE MORE POWER THAN THE HOT JUICE?

And since the same amount of fuel was being utilized and the increase in power would have to come from somewhere... would it be safe to assume that the power increase in from a more effecient usage of available fuel? In other words, burning more of the fuel and thus lower EGTs?

STRETCH,

It is all in the mud accents. :D

Seriously, it is a reprogrammed PCM w/ a fuel rail box and a repositioned wastegate lead.

This truck FLIES...

Diesel Freak

12-03-2002, 21:30

SoCal and John are both right. You do need to get more air into the engine to make use of the fuel, I don't think anybody will argue that. On the other hand Diesel Dynamics knows their sh*t. I've personally met most of the guys there, and I can tell you Lawrence knows injectors! I had a set of stage 2 injectors in my Cummins that worked awesome, I recently took them out and put them in my friends truck with no other mods whatsoever (we're waiting on a boost fooler / timing box before I can crank his turbo up) He recently took his truck to Texas and honestly gained 1.5 mpg with no other change than the injectors. Made a big difference in power as well. With mine stock he can walk all over me, not bad considering when we were stock I would smoke him. (naturally after I juiced mine all he sees is taillights :D ) The reason he gets better mileage and I did as well is this: The injectors are made to MUCH closer tolerances than stock allowing for a more "matched" set, plus the flow characteristic is better in their injectors allowing for a more efficient burn.

Obviously, I don't have any experience with their Duramax injectors, but they build excellent injectors for the Cummins and I would think the Duramax injectors would follow in step. You can bet once the VGT turbo is available and Ally beefin up is figured out, I will have a set of DD's in my truck! ;)

Swayse

12-04-2002, 10:38

Cool. How hard are the injectors to install? This is something I really want to do too, but I'm spooked about the tranny. Let us know how it goes.

hoot

12-04-2002, 10:55

You'll be spooked when you see the cost of injectors.

Kennedy

12-04-2002, 11:01

In theory...

If "FUELING THE MOTOR QUICKLY" has the power benifits that you claim, we could be using the same amount of fuel as the Hot Juice.... BUT CREATE MORE POWER THAN THE HOT JUICE?

And since the same amount of fuel was being utilized and the increase in power would have to come from somewhere... would it be safe to assume that the power increase in from a more effecient usage of available fuel? In other words, burning more of the fuel and thus lower EGTs?

Could well be, but then you never know till it is done as variables pop up here and there. My injectors aren't quite done yet. They are still being tested dynamically for fuel delivery. JK

[ 12-04-2002: Message edited by: kennedy ]

SoCalDieselNewbie

12-04-2002, 12:46

HOOT,

The cost of the injectors will spook him? How about when he realizes that he'll be paying for about 14-16 hours of shop time @ $65 per hour to have them installed on his D-Max.

DIESEL FREAK,

I understand your point but my point is this; The Hot Juice, the TTS PCM and any other power mod that is controlling fuel delivery... IS PULLING BACK ON FUEL IN THE MID-RANGE & HIGH-RANGE to keep the Ally from going into INSTA-LIMP mode.

People are drouling over the Hot Juice, the TTS PCM and the like, they are fast, but they are all COMPRIMISES.

They are not the pinnacle of performance availible via the computer. Once the Ally slippage is addressed, with the currently availible air, there is at least another 125 HP available to the REAR WHEELS via the computer.

Add more air... get more fuel burned... leave more rubber...

KENNEDY,

I just don't see the point of injectors at this point.

Let me get over 500 Rear Wheel Horse Power and 1000 Ft-lbs of Torque using the stock motor componants & Diesel #2... If I want more power, it is time to decide between propane, nos, injectors or a bigger Turbo.

***On Edit***
As for Injector design, I don't claim to be an expert by any means... I do know that there are a few different ways to increase the fuel flow.

1) enlarge the existing holes (drawback: fuel may atomize worse than the originals)

2) add an additional hole of the same diameter as the original injectors. (drawback: just adding more fuel & cost)

3) making the injectors ports of smaller diameter and adding more of them. (drawback: clog much easier than the stock or larger port injectors & cost)

[ 12-04-2002: Message edited by: SoCalDieselNewbie ]

Amianthus

12-04-2002, 13:30

I am thinking that the process behind the injectors is to increase fuel and only that. Obviously that will result in over-fueling and all the benefits therein. To me a honed injector will deliver more fuel. But, of the increased amount of fuel delivered, only a small percentage will result in increased power.
The next problem as I see it (outside of the Allison), will be the means to get more air into the engine (as stated above). Problem is that even with VGT technology, you're still looking at a single turbo that will deliver 500-600 HP. That's a pretty tall order. Not to mention the amount of boost that one will have to run to achieve this (~60 psi). Will the Dmax stand up to that without serious modification? I doubt it, but I could be wrong.
Right now the most efficient means (that I know of) to make full use of the increased fueling is staged turbos. But then the boost becomes even more outragious (70-80 or more).
I guess to summarize my blurb, I agree that fuel pulse duration will deliver more fuel. And, I believe, it's possible to make tons of power with just the fueling available. However, an injector equipped truck will allow more ultimate fueling and will result in more power. That's just how I see it.

Diesel Freak

12-04-2002, 14:05

14 to 16 hours!!?? No kidding? Sheesh, I just changed injectors in two Cummins 24 valve motors in about 3 hours. Injectors in the 'Max must really be a pain in the royal keester!

Amianthus, I strongly disagree with your statement "To me a honed injector will deliver more fuel. But, of the increased amount of fuel delivered, only a small percentage will result in increased power". If I'm correct, you have a Cummins with DD injectors and you know that just those injectors with nothing else will give you quite abit of power and increased mileage. Injectors are just another natural step in the increase of power. You are correct, to take full advantage of all the fuel we can get with injectors and "boxes", we are going to need some serious boost.

Now don't take this wrong guys, I'm likin' my Duramax, but that motor ain't as bulletproof as the Cummins, I don't think we will ever see 700+hp and 1400+torque let alone some of the 1000+hp monsters. I also seriously doubt we can O-ring the heads and have the rest of the motor hold together with 80lbs of boost. On the other hand I feel the injectors will be a benefit once we get a better turbo. Like I said before, one big advantage with the DD injectors over stock will be quality and I am sure there will be mileage gains as well. Enough to offset the cost? Probably not, but what the heck we've already dropped 40 - 50 grand, what's a few more? :rolleyes:

Holdin out for a VGT :D
Jerry

P.S. Amianthus, just read your sig. B-1 and supermentals, obviously you chose the "pure power" route. The lesser stage 1 or 2 injectors will give ya better mileage then stock. Those firehoses you have are purely for transforming perfectly good tires into smoking piles of dust! :D :D BTW how do you like your B-1? I was pretty happy with mine, except for the bottom end lag.

[ 12-04-2002: Message edited by: Diesel Freak ]

[ 12-04-2002: Message edited by: Diesel Freak ]

SoCalDieselNewbie

12-04-2002, 15:51

DIESEL FREAK,

Pop that hood on your Chevy and take a look around. Just getting to the injectors is a pain in the keester.

Again assuming a tranny that can put the power to the pavement...

1 just think that adding injectors at this point is like burning money.

Why pay $2000+ for more power when there is ALREADY MORE POWER ON TAP via the electronic power mods?

Don't get me wrong... I don't have a problem with spending $... I just don't think it is well spent at this point when there is FREE POWER to be had.

Now if you are sponsored or whatever and you are tied into specific products... I can see injectors being the next step.

Eventhough when I had sponsorships, non-automotive, I got trick stuff that the general public couldn't get their hands on.

Just like my buddy, a national & world long drive champ & a current pro golfer, gets trick stuff that people don't even know about.

Once Allison tranny upgrades become more common, you'll be hearing about the Super Duper Hot Juice that puts down 200 RWHP or a TTS/Duramaximizer that brings 250 RWHP to the table.

We can get MORE THAN ENOUGH FUEL INTO THE MOTOR... We just need to figure out a way to burn it.

Now if someone came up with a set of injectors, that were DRASTICALLY MORE EFFICIENT in atomizing our fuel... I'd be all over them.

I just don't see the honed port design bringing a big time improvement in this area. While being slightly more efficient, there purpose is to dump more fuel.

Why do I say that?

Because if they power gains were from delivering the fuel in a manner that burns more efficiently, the gains would not be negatively affected by other mods.

In theory, a set of those injectors would actually CREATE MORE HP with a fueling mod, like a TTS chip or a Juice box, was added to the system because there would be more fuel for it to convert into a more efficient form.

Sort of like lengthing the barrell of a rifle chambered in a cartridge that utilizes very slow burning powder.

You can keep dumping more and more powder into the short barrelled rifle and gain some velocity, albeit minimal, but in the longer barrelled rifle, which is more efficient at burning that fuel, the velocity increase will be more drastic.

In reality, they claim the injectors add 75 HP/150 Ft-lbs on their own... what do they add with a Hot Juice? 30 HP?

That leads me to believe that gains made with injectors alone are due to increasing fuel flow.

Toddster

12-04-2002, 16:54

75 HP and louder than a Powerstroke ! (according to 01F350) Can you say NFW !

Kennedy

12-04-2002, 17:34

Well, I'm not going to get sucked into a great debate here, but here are a couple of my thoughts on performance injectors:

A properly done nozzle can (depending on power range) have very little increase in hole pin size. The flow is increase has more of a "porting" effect.

By adding performance injectors, we can potentially scale back some of the pulse width, get the same amount of fuel delivered in a more efficient manner.

The turbo thing will come. But keep in mind that the VNT for 2004 will almost certainly saddle us with EGR. I'll more than likely have another go at the mod turbo in the future...

SoCalDieselNewbie

12-04-2002, 17:57

KENNEDY,

Again, my 1st question would be... why do you want to shorten the fueling duration.

I don't know about the hot juice but the TTS PCM uses ~1/16th of the available time to fuel.

If one wants to add more fuel in a shorter duration, why not increase the pressure on the fuel rail?

How are you going to scale back the duration of fueling? By using a lower setting on the Juice box?

01F350SRW

12-04-2002, 21:30

Ok fellas, I told you I would pick her up from the shop today. I just have got home from work and drove my baby home. Approx 30 min trip, I know I wanted to play but I had dinner to take home to the fam cause we're snowed in after this storm. I didn't get to get on it as much I as wanted because the roads here in NC are extremely icy in my area and I had a few scares. Heres what I know from just driving, I'll have it on the rollers by Sun to give us some numbers:
1) The loudness is no longer there, its still noticably louder at idle, and at all throttle postions than the stocker was, but not as loud as when I started it for the first time.

2) Smoke, shes smokes, but no much more than the Hot Juice does under hard exceleration, but still a little more.

3) Power, you can tell the injectors are there, no question about it, Im not sure number wise what the difference is but there is a sure seat in the pants difference that you can tell.

4) The Allison, they built my a C2 clutch?, he explained this as being just about the only weakpoint of the tranny, but it was designed so that the engine would not be harmed in case anything happened, so it was done intentionally. No slippage yet, but like I said I couldn't get all the way on it. Next thing to upgrade if anything else is done would be the torque convertor.

Overall I'm very pleased with the outcome, but not all has been tested yet like I said, so maybe by the end of the week we will know what is really being put down on the pavement.

If any of you guys have any questions I will be happy to answer.

01F350SRW

12-04-2002, 21:34

By the way, under some of the hard runs I could get in, EGTS NEVER saw a 1000*.

But then again I do have a 5" straight pipe. ;)

Amianthus

12-04-2002, 22:47

Diesel Freak, I just re-read my posting. Man! I confused myself reading it. I really need to lay off the egg nog before I post something. Oy!

Anyway, SoCalDieselNewbie and Kennedy saw through my gibberish. I know what I was trying to say and they summarized it beautifully. A good set of injectors will improve efficiency any way you slice it. How much? Who knows. What I was trying to say, very unsucessfully, was that the Dmax may very well have the ability now to pound as much fuel in as the engine can handle without major modification. But injectors will add just that much more fuel. The power gain may not overcome the negatives (increased smoke, EGT's, et al). I guess that is what I was trying to say.

As for my B-1, I got it before Piers perfected his HX-40. But even then I wanted a super-tough, high-boost turbo. And I was just too leary of the HX-40's reputation. The PDR 40 spools much faster and is a great turbo. The B-1 has more lag for sure (not that bad), but it certainly has a ton of top end. I've got to pretty much stop where I'm at right now. My next step is twin turbos and an o-ring'd head. But that's more work than I want right now. Not to mention, I am still fighting the dreaded lift pump monster.

Kennedy

12-04-2002, 23:08

If you only saw 1000

Diesel Freak

12-04-2002, 23:16

So Cal, we seem to be going around and around :D The injectors I had in my Cummins WERE more effecient, like I said, my buddy gained 1.5 mpg just by changing injectors, not too mention a heck of alot of power. I am saying they are a very good complement to what we already have once we can get more air. Who knows maybe injectors and a Juice in the 30hp mode for the timing benefit might yield as much as 3 or 4 mpg, of course thats speculation but entirely possible. I picked up 4 mpg with a timing box and injectors in my Cummins.

I have popped the hood, the first thing I thought was "how the blankity blank am I gonna fit twins in there?!" I know it's a pain to work on, seeing how long it takes for injectors shows it worse than I imagined :eek:

Amianthus, I know what ya mean about the top end, the B-1 has no equal there. I was in the process of building twins for mine when I got the bug to buy a new a truck. I was pretty much at my limit as well without O-ringing the heads etc. Those dang ETH's run hot!! I pretty much ended my lift pump problems when I upgraded my fuel lines, have you done that? I definitely agree from an all out power standpoint, the injectors might not add that much more power till we beef it up and shove some air down it's throat. However I still feel they might be worth it from an efficiency standpoint with a little more air thrown in. :D

Jerry

[ 12-04-2002: Message edited by: Diesel Freak ]

Swayse

12-06-2002, 07:49

So, is the tranny holding 5th WOT?

SoCalDieselNewbie

12-06-2002, 13:16

01F350SRW,

PLEASE DO TELL!

What did the Allison mech exactly do to your tranny and C-2 clutch pack?

Is it holding 5th?

Is your torque converter now slipping hard?

Kennedy

12-06-2002, 13:35

Which Allison shop in Greensboro?

George Gozelski

12-06-2002, 13:59

We need to take a look at the tractor pullers and learn from them about making power. Sure, our Dmax's, Cummins and Powerstrokes don't come as beefed up from the factory as do tractors. Most all of the components in our trucks fall into the light or medium (Cummins) duty service as compared to the diesel tractors. One thing for certain with the tractor pullers, they ALL use honed out injectors and dump massive amounts of fuel, also moving much more air than we do. I know that comparison is pretty radical but really, not that far off in terms of what we are trying to accomplish in gaining power. I don't think we need, or are looking for something that radical YET. Since the Dmax is the "New Kid" on the block (along with the Allison) it will take some time for all this stuff to iron out..........we are getting closer!

SoCalDMAX

12-06-2002, 14:49

Great thread. Lotsa good info.

Here's my .02: While more fuel will/can increase power, I prefer the least expensive, easiest method to add fuel, namely thru a reflash or box. If my injectors are fairly well balanced, I'd leave them alone from a cost/benefit standpoint. Once the Allison can be beefed to take 500hp/1000ft-lbs, I agree the next step to making the big power is to remove the airflow bottlenecks. I'd prefer to start with the cheapest/easiest stuff first. Go to www.kennedydiesel.com and look at the before/after pics of the DS exhaust manifold. The huge honkin' intake heater also looks to be a major impediment, right in the bend, too. I've been told that those of us with EGR also have a "throttle plate" of a sort in the intake as well, I'm sure there are other obstacles I'm not aware of.

I agree with 95% of what's been said, except for the Duramax durability issue. Due to the quality of the parts and the processes used, I'd say the bottom end is the strongest that one is going to see in a V8 diesel. I have no doubts that someone is eventually going to o-ring the heads and get 1000hp and 1800ft-lbs. The guys who are currently doing this with other motors aren't exactly getting 500K mi between rebuilds either. ;)

SCDN,

So your wastegate is hooked up differently? Do tell. Connected after the intercooler? I've read your posts about possible turbo side effects and I agree, the potential is there. However, I've seen as high as 32psi with no noises or other obvious ill effects so... also it's up there less than 1% of the time, the rest of the time it's under 20psi.

Regards, Steve

TooMuchMuscle

12-06-2002, 15:46

I know this should be posted on another topic but this question is about the drivers side manifold/header. Flow from the motor to the turbo is not as big of a breathing problem as the flow after the turbo. The turbo acts as a large plug in the exhaust. Meaning that the dent in the manifold really doesnt have much to do with power. Now after the turbo is where we want flow. This is why a 4 or 5 inch exhaust is needed. Any thoughts? :D

SoCalDieselNewbie

12-06-2002, 17:55

SOCAL DMAX,

Yes, I reloacted the hose that feeds the wastegate from the DRIVER SIDE to the PASSANGER SIDE of the Intake.

It seems to stabilize the boost levels for an additional PSI.

I didn't notice that JK had done the exhaust manifold mod. I was looking at that very area as one of my "planned improvements."

What I really wish is that a guy, like JK who is doing a ton of Mods, would Dyno his truck after every Mod made.

We could then have some idea at the change in performance, or a DELTA, from each mod.

Oh well, wanting for a good tranny build up, that isn't gonna run me 4K... :(

Kennedy

12-06-2002, 22:14

I doubt that the manifold mod made any huge increase, but it undoubtedly was beneficial in both performance and balancing flow/temps. It is often difficult to quantify the small air flow mods, and even full exhaust systems on the dyno. It is SO difficult to eliminate all variables, AND simulate real world conditions.

So basically, I figure all of the little mods are "fundamentals" and just part of the foundation on which we build. The larger mods like turbos, injectors, and boxes are the ones that put up the numbers, but then again without the fundamentals where would we be???

deadlyman

12-08-2002, 13:55

I really wanted to know about the tranny mod.
how much and what did it do and the tech do

big dipper

12-10-2002, 16:24

F350

ENQUIRING MINDS WANT TO KNOW!

01F350SRW

12-13-2002, 14:19

Sorry guys, I've been working so much and trying to get this holiday stuff outta the way I haven't been able to post. I'm gonna answer some of your questions:

John Kennedy, heres the address and all the information about the Allison shop that worked on mine, copied directly from the Allison web site:

Covington Detroit Diesel-Allison, Inc.
Distributor
8015 Piedmont Triad Parkway
Greensboro, NC 27419-8949
Phone: 336-292-9240
Fax: 336-292-9268
Performs New Transmission Sales on 1000 Series

mackin

12-14-2002, 05:36

01F350SRW

Sounds to good to be true ......Wonder what they did......Bigger clutch pack,as in more clutch disks? Different clutch pack material and Or surface?

All for $650 ???? I wonder how much info you could gather as I would like to talk to the Allison dealer in my area,and or if they could or would allow a tech to call if my dealer isn't up to snuff,which is also a Detroit Diesel company....Thanks ......

Jebar (Iim) road trip??? :D
=> 644.4 miles 10 hours and 55 minutes....I could shave some time off of that !!!!!

MAC ;)

[ 12-14-2002: Message edited by: mackin ]

GMC-2002-Dmax

12-14-2002, 11:25

Mac,

Just so happens I'll be in the Outer Banks come this April. Might be having to make a little trip south for a day. ;)

Maybe........I'll pick up an ATS converter, might as well if the tranny has to come out.....or does it???

I'll be making some phone calls. :D

GMC.

P.S. Sig disabled out of respect for the Mods. tongue.gif

Kennedy

12-15-2002, 12:30

I hope they actually DID something inside your transmission...

SteveO

12-17-2002, 17:09

Hey everyone, Been busy>>

:D :D :D

[ 12-30-2002: Message edited by: SteveO ]

mackin

12-17-2002, 17:38

All Righty Then !!!!!!!

I really am hoping you guys post the findings as many anxiously await.....

Say in the Duramax "Members" forum ??????? tongue.gif tongue.gif

MAC :eek:

mcfly

12-20-2002, 16:23

WTF 01F350SRW,
Tell me you weren't yanking our chains? What gives. Everyone wants to know.

-Rick

mackin

12-20-2002, 19:31

!!!!!!!!!!!!!!! RUT ROW !!!!!!!!!!

:confused: :confused: MAC :confused: :confused:

Toddster

12-21-2002, 15:34

Sounds like my pal Mackin saw the Scooby and Shaggy "fart contest" LOL

TraceF

12-24-2002, 17:16

Guess it's safe to expose myself here (real newbie)... what's Allison limp mode mean?

mackin

12-24-2002, 17:53

TraceF

In a nut shell.....
It is a fail safe mode when the Allison senses an over torque condition and zings into neutral,causing the Engine to reduce power.....This is a characteristic of electronically controlled transmission....Keeps it from total destruction, allowing you to get home under reduced shifting,and or power,limp....If someone were to add to much aftermarket enhancements this is, or could be a stumbling block,in the case of this thread....This is NOT why it was put there in the first place but to minimize collateral damage if something were to happen in stock condition.....
Hope this helps....

MAC :D

[ 12-24-2002: Message edited by: mackin ]

TraceF

12-25-2002, 03:42

Yes it does help. How do you reset from limp mode? Thanks!

mackin

12-25-2002, 04:07

Baring any major issues, stop where safe, shut truck off, wait a few minutes,restart....You'll have a SES light, but it will cycle out after a few starts and stops......

Just keep it mind this is knowing WHY it went into a down power condition....If you have no idea as in stock, one should take that into consideration......Find out why it happened.....

This could happen for something as simple as a clogged or partially blocked fuel filter.....

This particular thread is about HP wars, so it's to be excepted that someone is pushing the limits of the transmission, to have the power down condition.....

Still no limp for me !!!!!!! Soon, probably..... :( ,,Perhaps not ,I didn't get a finicky one !!!!! smile.gif ..That could be a BAD thing..... :eek:

Limp on people!!!!!!!

MAC ;)

[ 12-25-2002: Message edited by: mackin ]