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GLE in, what changed?????

Deere Freek

Deere Freek

Recruit
Messages
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1
Location
Hastings, MI
The only diffrence i can tell is it doesn't defuel anymore. egt's are still the same, acceleration is the same, sounds the same, i've heard nothing but good but this i have to wonder..... Only thing i can think of is i heard somewhere that the 2000 6.5 trucks had a 20+ hp program already. Maybe mine has it and i just didn't notice the diffrence?? Maybe i was just expecting a little much from a reprogramed 6.5.
 
I'd be inclined to believe a wastegate dumping at 8 psi is giving up some performance. I think most are setting to 12 on a steady pull.
 
Absolutely true. Must be set to 12 is what he told me also about the GLE. IF that's the case you should notice a huge difference when its at its happy spot. Let us know. Better yet, give Heath a call asap and talk to the man himself.
 
Mine is a 99 and my original PCM ran 12psi with the factory vacuum actuator. When I changed over to the TM I really didn't see any difference except for turning it up to 15psi. When I got the GLE, the only thing I noticed was the fast shift into high gear. I didn't really notice any power increase. I kinda felt like I could have stayed with the factory PCM. Bill thought that the factory boost should have been 3-5psi but it ran much higher with no mods. Maybe the late 99 on trucks had a vastly different tune?
 
Now I will say with my current setup the truck really moves on the entry to the interstate with the early high gear shift. My turbo pulls much harder mid range on up compared to the GM-8. Still not done testing but It is about the best it's going to get. If I can keep my foot out of it I will be able to see what the MPG's are.
 
Wyatt (aka 1999gmc) got the gle at bill's suggestion because he tows a lot. He said his mpg's increased a little but the truck still tows basically the same. He is wanting to go with the gl4.
 
Rodd beat me too it. I agree with GJF, I really didn't notice a difference from my stock programming. I am thinking I might send it back for the GL4 like I wanted. The highest I've seen EGT's is 1150 and that's towing our trailer up 6% grades that are 3-5 miles long. Mine was running 10-12 PSI boost also stock.
 
Perhaps he 'recommends' the GLE for heavy/tow applications as the GL4 will provide more umph, but more risk too?

NOw I'm thinking GL4 instead of GLE.
 
Ok, so EGT's do seem to be lower and there is a little more power from what i can tell. The only place i notice it though is the 80-100mph range, it seems to accelerate a little faster. I wish now i got the GL4. Basically it's the same truck without the defueling issues which i mean is a plus but i wish i got some more power with it.
 
GJF said:
Mine is a 99 and my original PCM ran 12psi with the factory vacuum actuator. When I changed over to the TM I really didn't see any difference except for turning it up to 15psi. When I got the GLE, the only thing I noticed was the fast shift into high gear. I didn't really notice any power increase. I kinda felt like I could have stayed with the factory PCM. Bill thought that the factory boost should have been 3-5psi but it ran much higher with no mods. Maybe the late 99 on trucks had a vastly different tune?
Click to expand...

Mine would go to 12 too, it's a 2000. Basically the same results you have.
 
I've had my GL4 installed for about a month now. My truck's an OBDI setup and with the original vacuum boost controller it usually ran around 4psi, with spikes to 7psi when accelerating hard. After installing the GL chip, the first things I noticed were:
  • faster shifting into high gear
  • torque converter lockup occurred a little sooner (40 mph)
  • torque converter remained locked up on decel (sorta makes my TCC switch a waste...)
  • definite smoke on acceleration (NEVER happened before)

I raised the boost to the recommended 14 - 15 psi range and the smoke went away. The truck pulls really strong in OD and has great get-up-and-go. It's been really hard not to enjoy the 'pedal power'. On this last tank, I managed to curb my enthusiasm and drive like a sane man. Also limited top speed to 65mph, using cruise control. Result: just over 19mpg! Yeah, I know this is just one tank. But I gotta tell ya, I've filled this tank often enuff over the past year to know this is abnormally high. I'm impressed!
 
I always had smoke at WOT. Dave you are right as far as the TCLU I just didn't go that far into the description. Bill told me 13psi max and I left it there. I was averaging 19 mpg with the GM-8 turbo with no trailer. Now with my Big Garrett turbo I see 10psi substained and 12psi spikes, but it moves way more air flow than the GM turbos. EGT's are around 550 @ 70MPH. I just filled her up today and got 565 miles out the last tank with 4 gallons to spare. But that is half with the GM-8 and half with the Garrett. My mid range and top end is amazing compared to the GM-8. I have to tow my trailer this week so a light load isn't in store. It will be curious to see how well it will handle the trailer now...
 
I wanted to point out that the Garrett turbo, although probably much better, its not technically flowing more air if the pressure isnt any greater. What it does is flow the same amount of air with less waste energy, less pressure differential across the turbine. so there is less backpressure for the engine to have to push, and less heat transfer to IATs. Same concept as the ATT.
 
Right now I am running a T4/T3 hybrid. The turbine is the same as a Holset HX40. But the Compressor is in between a 62-1 and a T61. I was thinking the compessor was a bit on the large side but since the initial break-in plus the PCM learning it's curve it seems to get better and better. If I ever get a chance I think I will build another turbo with the same turbine section and use a 62-1 compressor. It is a bolt on except for the stainless downpipe I fabricated. The compressor housing I'm running has a 4" inlet for the filter. So I am fabricating a new 4" snorkel to the 97-on air box as well as a new lid to fit the box. I also ordered new aluminum manrel bends so i can replumb my ATA IC. So right now I am running without the IC connected. I feel the lack of the IC has added a little more EGT's than it should be. It is better than the GM-8 but it could be better. Also I am fabricating a new intake simular the the ATS unit fitted to the Cummins engine. I don't really know if the Pennisular intake makes a difference but if it does this should give equal results. In my case it is more of a ideal plumbing configuration, if it gives me more performance then it will be a double win. Will see.....
 
Absolutley Buddy,
Less pressure but more volume of air. I am in no way trying to take anything away from the ATT. Slim and Doc are awesome people. From what I have read Slim makes a 100% bolt-on solution for a incredeble price. I fabricate and use to do it for a living so I enjoy improving my truck and making one off projects. If one would look at the cost of all the things required to make a Hybrid turbo fit our trucks the right way it would be much more than Slim charges for the ATT package. Technically the difference with the turbo I am running is the compressor. I am running literally the same turbine as the ATT but with a larger compressor. I end up having this turbo sitting on my shelf from a past project, so it worked out for me.
 
I'm just saying there is no such thing as less pressure but more volume in an engine intake, thats my point. You will get a more dense charge, more air mass from the lower IAT benefit. Its much better all around. There may be a slight air volume increase because of the lower compression of the exhaust gasses left inside the cylinder that then expand during intake stroke.
 
So... your saying that all turbos flow the same amount of air for a given psi.... And that the only difference is that a more efficiant turbo can provide a given psi without producing more heat? Boost is erelavant and only a unit of measure. I'm not here to disrespect anyone but going by this theory you speak of then a GM-8 with a IAT of 100 degrees @ 5psi would give the same performance as a ATT at 100 degrees @ 5psi. This theory would suggest that there is NO benefit from running a different turbo.
 
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