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GL4 Chip

And yes matt, i did buy the doors, a tailgate and some step tubes for 100 bucks..... The drivers door has 3 holes in it from a large towing mirror, so i am going to have a shop wels in some metal and grind it flat, other wise they are VERY solid.
 
DieselSlug said:
The new engine did come with an ip, so thats why i was going to change the computer. (so basically i do need the computer)? But i was wondering why the one that came with the new engine has a reman sticker on it, but supposedly isnt the newer one?? WHy is the original one that is in the truck now better?? It is older??
Click to expand...

If swapping in the entire new engine with IP, then you'll need the EPROM that came with. So make sure that the IP on the "new" engine is a 5068 that matches the PCM EPROM that came with it.

The BMSD was released in 1994, if youre going to go with the 5068 pump, and going to get a aftermarket EPROM then BMSD was superceded by BXRF in 1996 to fix a tranny issue detailed in GM service bulletin 67-71-53A.
 
Where is the tag located on the ip so i can find out what it is...
Why is that ip different than mine? THey are from the same year....
 
1994 they had a high output 5068 for the 1 ton and HD trucks, but discontinued it in like Jan 94.

tag is on face of pump where fuel lines come out of it. If intake is in the way use an inspection mirror to look at it.
 
Well, that kinda blows, Is there really any plus to the h/o-i/p? ill have to take the intake manifold off then, hopefully i will get it on a stand in the next month or so... (My dad is revamping his 455 right now:mad2:)
 
with a small mirror and you can get a peak at the model and part #s.

Some people might prefer the high output pump, but output is dependant on the EPOM programming and you can get any electronic pump to output 80mm3 fuel rate which is the max according to my manual.

The important take away back to your original post is that you cannot order a new chip now for the "new" engine with that IP and use it in your current truck setup.
 
buddy said:
The important take away back to your original post is that you cannot order a new chip now for the "new" engine with that IP and use it in your current truck setup.
Click to expand...

Bingo, thank you for setting me straight, it is appreciated, sorry i couldnt get rid of the 5068 chip....
 
Well, got my mirror out and wrote down some numbers on the back of the ip that is on the new engine.
K3DS4831-5068
10643032
10225929

If those numbers arent quite close its because i was reading them back words...lol
 
buddy said:
Some people might prefer the high output pump, but output is dependant on the EPOM programming and you can get any electronic pump to output 80mm3 fuel rate which is the max according to my manual.
Click to expand...

That's the problem with relying on your manual. The 5068 can be jacked to well over 90mm^3 with the right programming. There's a reason why we track them down and have them rebuilt.

Yeah, I know, why isn't it in the book? Probably for the same reason that the PMD issue wasn't in the book, or the same reason why the crushed downpipe wasn't in the book, or the inner-wall delamination of the crossover wasn't in the book, or...

Book is one thing. Experience is quite another, sometimes. That's why I love this place - lots of guys with all kinds of experience who like to share and learn.

If the books had it all, then the GM techs would be at least partialy reliable at fixing these trucks. And they aren't.
 
Why did they put this oddball special H/O I/P on the one tons. Stock, do they make more power or something?
 
Well, not all chips output the same amount, but the one I use now is 80mm3 max fuel rate, and I had a stock "F" engine chip that was 60mm3.

Jifaire said you can program a chip to have the 5068 IP output 90mm3, but you would have to ask the vendor if they do it. Changing the PMD resistor values also affect fuel rate. I think the #9 resistor is 4mm3 more than PCM requests, and you could potentially increase that, but no need.
 
JiFaire said:
That's the problem with relying on your manual. The
5068 can be jacked to well over 90mm^3 with the right programming.There's a reason why we track them down and have them rebuilt.
Click to expand...
Yeah, I know, why isn't it in the book? Probably for the same reason that the PMD issue wasn't in the book, or the same reason why the crushed downpipe wasn't in the book, or the inner-wall delamination of the crossover wasn't in the book, or...

Book is one thing. Experience is quite another, sometimes. That's why I love this place - lots of guys with all kinds of experience who like to share and learn.

If the books had it all, then the GM techs would be at least partialy reliable at fixing these trucks. And they aren't.
Click to expand...
I wish I new THAT a 1/2 year ago, I send one to a fellow in WA state,who was looking for a IP to rebuild in college wo was gonna send it back when done. I paid for the parts and shipping. FFen A hole kept the IP and the money. Gawd ,I got taken:eek::cuss:
 
ak diesel driver said:
So my ? is is it possible to make a 5068 with parts or do you have to search for them?
Click to expand...

Without program asking for the extra fuel a conversion to 5068 will be no benefit, and you don't need a 5068 to get max fuel a DS-4 can put out 80+^3mm/1000 strokes, just a healthy IP, lift, and a program that requests max fuel. As for more fuel from a resistor yes a 9 is supposed to net 4mm more fuel, provided the IP is delivering to spec with a #5 resistor to begin with.

Remember a resistor is used for calibration of an IP to the delivery spec set by Stanadyne on a test bench generally a 5 (0mm^3) is used on new IPs, larger than 5s are used to increase output, less than 5 to decrease output on ones that have been repaired and internal wear or replaced parts may throw this calibration off of spec. So if putting in a higher # resistor to get more fuel is the goal the gain probably will not be enough to write home about, on a new IP I'd say you could expect possibly see the +4, on used but good installed in your truck, 1-2 maybe.

Is it worth it, again a maybe, huge power getter no, as really only time you would see the extra is at WOT/max load, rest of the time your fuel rate will be determined by PCMs program, a good reflash/program will adjust timing-boost(if you still have a vac WG)-fuel-& trans shift for given power demand, resistor alone will basically only modifiy max output of a IP at WOT/max load condition.

Do it if you desire, but I would not lose any sleep if I only had a #7 resistor in it. I went to a 9 early on thinking it would get me more power, I was disappointed from performance over hype of the "extra" fuel I'd be getting.
 
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