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Hot truck, why, high boost, bad IAT, cooling issue???

Turbine Doc said:
Kenny I really didn't mind the ATT thread hi-jack but looks like you got more going on than meets they , and I wanted to let guys assist the trouble shooting with out it getting confusing to search engines & trhead context mixed in with ATT comment, hope you don't mind.

In addition to other recommendations, have you ever looked at the "mystery gasket" between upper & lower, when I was still full S configured mine had rotted on back side and I was constantly blowing hot EGR into intake stream upping my temps.
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Sorry TD It wasn't my intention to HiJack. No mystery gasket, only mystery is where did the EGR go...??? I have an F intake. I just bolted a dummy EGR back on it for emissions.:D
 
Back on point the ATT could potentially solve my problem by lowering egts. It does seem relative that I almost completley licked the overheating till I put the TM on.
 
BTW IIRC TD, you dumped you IC because with the ATT you were getting turbo lag ? Curious, How would the ATT work with a scrufdog setup. I wonder if it would compliment it and futher lower egts ? Shorter piping could cut down on the lag no ?
 
Acesneights1 said:
Sorry TD It wasn't my intention to HiJack. No mystery gasket, only mystery is where did the EGR go...??? I have an F intake. I just bolted a dummy EGR back on it for emissions.:D
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NP it happens, especially when the discussion is interesting very easy to digress, F intake that is same as me, saw 15psi in your data 2200 rpm, that is high boost for that speed & high IAT, I wonder if you have a combination of stuff going on weak IP, a little leakage on the GM-4's wg so you have to run hard to make up the difference.,,sumthin from the data don't look rite. Go back to page ???? one of em in ATT thread where I have the GM_8 data see if something is not matching with yours too well.

Ever check out the fan clutch itself?
 
Looking at my fuel numbers can I run the ATT with the V2 Heath ? I really love my Tahoe and want to make this work. the camper weighs about 7000lbs gross.
 
I have had many long conversations with Bill H on this. He seemed to think the GM4 was better cause it spooled up quicker bt that may be more of SOP thing not towing.
when I say better I mean vs GM8 btw.
 
Acesneights1 said:
BTW IIRC TD, you dumped you IC because with the ATT you were getting turbo lag ? Curious, How would the ATT work with a scrufdog setup. I wonder if it would compliment it and futher lower egts ? Shorter piping could cut down on the lag no ?
Click to expand...


Interesting revelation that lag possibly transmission related, last fall on one of my Ga to Ms runs I blew a trans line, pumped all fluid out of trans at hiway, I fixed the line filled it back up and drove fine until Easter weekend, climbing a hill I hit rev limit, happened a 2nd time a week later passing a ricer, parked it drove my burb put in shop. converter & clutches were weak, ratehr than chance it I had it rebuilt.

Got it back today and truck is zippier than it was when I removed the IC. I'm thinking the correct blend is ATT & WMI, that kit arrived today as well, may not ket to that project this week, I'm doing another R&D project for a buddy that needs some data, since I have so much collected on my truck I'll be able to see if there are any changes with the configuration.

IMO any post turbo cooling that captures the flow while cooling is gonna impact the flow lag, even if just a littler with a properly sized IC since ATT does more with less & stays very cool with regard to IAT except on upper end I'll probably not use any IC.

You IAT with 15psi boost on a hot day has got to be 230+ or so on a long pull
which ain't helping your hot running condition.

What are you pulling weight wise again ???
 
If it was hot out I really want to do an experiment. I want to remove the a/c cond and plug the lines and then take it for a spin on some hills.
 
Acesneights1 said:
Looking at my fuel numbers can I run the ATT with the V2 Heath ? I really love my Tahoe and want to make this work. the camper weighs about 7000lbs gross.
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I don't see why not, but IIRC price to go to latest tune isn't much. was was posting same time when I asked about weight before, even though 7K camper is not tremendous weight, it probably has a lot of "sail area" drag.

Ever thought about extra trans cooling, even when I haul 18K I never broke 198F water temp but that was IC'd also, have not towed big yet with the ATT & no IC, but I think the WMI will suffice there.
 
Acesneights1 said:
7000 lb camper 26ft. BTW truck does not struggle at all powerwise pulling. Just heat. It runs up hills with it.
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Last summer with the TD07 (template turbo for the ATT) & IC, 16' enclosed tandem trailer loaded with about 7K of disaster recovery gear for the Iowa flood victims she never broke a sweat hills-flat- 95+ days outside 70-75 mph.
 
welll. This is where laziness comes in. I have a trans temp guage in my A piller. I guess it would work better if I hooked it up....:)
It's a nice Autometer. If I ask Jim for the link for the TCC mod again I think he'll be taking me out to the wood shed...
 
Derale 25K# rated cooling cap aux trans cooler under my bed, deep trans pan, now have about 24 qt trans system, then 2.5 extra qt engine oil to get hot with the bypass oil filter sysem also helps with overall heat rejection.
 
Acesneights1 said:
welll. This is where laziness comes in. I have a trans temp guage in my A piller. I guess it would work better if I hooked it up....:)
It's a nice Autometer. If I ask Jim for the link for the TCC mod again I think he'll be taking me out to the wood shed...
Click to expand...


Ooh not listening to the bear :nono: I would not want to be U, my trans pan temp never gets over 200F, electric fan on the aux cooler controlled by a stat comes on at 180F trans return temp, really helps in slow go traffic when air flow across factory oil and trans coolers is down.
 
Well, alls you have to do is adjust the TM to lower the boost and you'd be better off. In this scenario the boost is determental because of
1. Terrible backpressure
2. Much elevated EGTs
3. Higher EGT transfer to IATs through uncontrolled wastegate position.

If you were on the vacuum setup the computer would have cut your boost to keep IATs and ECTs down.

I see the a lot of the same on mine now that the power chip is in there that will let me dump in more than 60mm3 fuel and sustain 14psi boost with the vacuum setup. However, my ECTs never go above 190 (unloaded of course)
 
What I don't understand from your 2008 data post is why you aren't defueling on high IAT to say about 50^3 mm, PCM is supposed to do that when it can't lower boost via a vacuum controlled system. You may wanna discuss with Bill again
 
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