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Replacement turbo

No dyno, but a hill they run tests on in lieu of a dyno, they have a known measured distance, and by plugging in vehicle weight, and speed vs. time to travel the known distance the HP of the vehicle can be calculated, they can also add weight to a trailer they use and compare results of those runs vs. the other runs with similar equipped runs to know if any performance shifts have occurred. This won't provide a hard # for Tq & Hp but does allow accurate comparison against vehicles that do have known dyno numbers.

I have a similar "test area" near my home, and can gauge my point A to B time and see changes behind the wheel, same truck, same location, I can tell when a performance shift has occured, my last dyno in 2005 with GM-8, IC, no FTB had me at 197rwhp, 390rwTq; my "sled" 18K of backhoe and trailer weight give pretty positve feedback as well when a change in right direction has been made.
 
mfgguru said:
Anybody out there have any comments on the ATT and stock programming? Curious to see what the mileage gains etc. are.
Click to expand...

I ran that way for about 3 weeks and did not know about it until making a "hill sprint" and felt by seat of pant something was "missing". I have had a oddball 1656 code on my truck forever that nobody else gets, you have to have a scan tool to find it, and be "data anal" to know it's there. I've been exchanging a PCM with Bill to "fix it", in one of those exchanges a stock PCM tune couple of vin code characters from mine got loaded. IIRC last # 317 vs 316. (Bill does stock PCMs also for dealers from time to time).

Anyway my max fuel was limited to 70mm, until I "needed" more fuel than that I had not noticed any appricable changes from the HP4 that was made for my truck, maybe heavier smoke at heavy takeoff that I assumed were due my injectors getting some age on em, different acceleration/shifting.

My MPG with stock tune in there was up about same as I had running empty, with the performance tune, in a tow situation stock & ATT I would have been power limited.

I'll PM another member running this way now to see if he's willing to share his thoughts, so it's not just me commenting here yet again.
 
X2 on the stock program running out of steam with limited fuel. I ran a stock program behind the A-Team Turbo and when I had the petal to the floor I noticed the truck flattened out at about 3200 rpm. There just wasn't any more fuel to make it go faster. Scan tool confirmed what I was feeling, put the Heat HP-4 back in and the truck was back to normal.
 
I ran that way for about 3 weeks and did not know about it until making a "hill sprint" and felt by seat of pant something was "missing". I have had a oddball 1656 code on my truck forever that nobody else gets, you have to have a scan tool to find it, and be "data anal" to know it's there. I've been exchanging a PCM with Bill to "fix it", in one of those exchanges a stock PCM tune couple of vin code characters from mine got loaded. IIRC last # 317 vs 316. (Bill does stock PCMs also for dealers from time to time).

Anyway my max fuel was limited to 70mm, until I "needed" more fuel than that I had not noticed any appricable changes from the HP4 that was made for my truck, maybe heavier smoke at heavy takeoff that I assumed were due my injectors getting some age on em, different acceleration/shifting.
Click to expand...


Do you attribute the 1656 to PCM not supplying enough fuel? Is the 70mm fuel rate considered "normal" or should you be seeing more? Also Iv'e had this code on more than one occasion and sometimes i'll clear it and it won't come back and/or WG solenoid replacment is needed (2 solenoids replaced so far, 1 was bad for sure). Is it possible this "Oddball" 1656 is a fuel issue that i'm not aware of?
Your story is probably different because you run with a TM.


Thanks,
 
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I love this thread only it makes me want the ATT and the bucks are just not there. At least I can think about the light at the end of the tunnel and have sweet dreams at night knowing that there is still more to come.
 
ATT on stock brains

I've been running the ATT with my stock computer for around a thousand miles now. Unfortunately I haven't had a chance to go out and play with it having the trailer hooked up yet (work has just been out of control for a couple of weeks). The trailer is 7500# empty itself and should let me get a feel for when I really run out of steam. I have yet to get it to defuel while running empty and it would easily defuel on IAT with the GM-8 just running up a freeway on ramp.

I picked up about 1 -1.5 mpg on the freeway, getting about 18.5 - 19 at 65 mph. Pretty damn respectable for a 4.10 geared 4L80e 4x4. I'm sure that's due to the drop in back pressure. If anything, the IAT is too cold now for best MPG. Assuming there's any truth to the story about 150*F being best for mileage, my freeway-cruise-empty IAT is about 50*F shy now. I'd like to see if I can build a controllable intake air temp system to really see what it can do (but then I'm a licensed gadget nut).

I'm one to baby my engine a bit. 243k mile original engine and I almost never see rpm north of 2700 and rarely over 2500. Of course with the injector set I have in now the IP can't even give me much more than that with the hammer down (come to thinnk of it that was before Walbro). I'm hoping to have a more standard set or marine nozzles in for a while before I switch the computer but that will be a few weeks out at least.

In summary I can say it's a much better truck now and I haven't even had a chance to put a real load on it.

Mike
 
How do you think the Original Heath V2 will supply to the ATT ? I'm revisiting this because I'm looking at Campers again. It's either that or sell it and buy an Excursion but I would miss my baby. REeally looking for a way to cool this thing down.
Doc, PM me if you are selling your IC setup.
 
I had the V2 previously.
I bet it should work fine with the ATT

As per cooling solutions, I have the improved clutch and 9 blades setup from Bill wich does wonder.
Check or even replace your cap at the surge tank : my buddy who now gets the V2 was really annoyed by overheating issues. He had the good surprise to see that putting a new cap did solve this issue
 
Brooklyn Tow said:
Do you attribute the 1656 to PCM not supplying enough fuel? Is the 70mm fuel rate considered "normal" or should you be seeing more? Also Iv'e had this code on more than one occasion and sometimes i'll clear it and it won't come back and/or WG solenoid replacment is needed (2 solenoids replaced so far, 1 was bad for sure). Is it possible this "Oddball" 1656 is a fuel issue that i'm not aware of?
Your story is probably different because you run with a TM.


Thanks,
Click to expand...

No 1656 is a WG code and odd ball one from time I got my 1st reflash years ago I AM ONLY ONE TO HAVE THIS PHENOMINA
of all reflashes out there, do not read anything more into it other than historical info for continuity of this thread. It's a benign code, we haven't nailed down just yet, again if I werent so anal I would not know it was there.

If you are a a L65 engine (F) 63^3/1000mm is about max fule rate you'll see witha stock program, 56^3/1000mm for a L56 (S) stock program.

Now can we not hi-jack the thread, and you know who you are, don't make me come back there :nono:

No TM because I don't have a WG now, tthe code was there with both the TM & Vac control when I had the GM-8 on it.
 
If the Flow-master fits the GM turbo connection, then it should fit the ATT, possibly easier, since the elbow of the ATT can be clocked left or right by loosening it's outlet flange locking screws.
 
I'm going to say I doubt it the Flowmaster DP would be an issue. I'm running SSDiesel's 3" DP and I think clearances improved a little with the ATT. DP flange mates right up and stock DP to turbo clamp works.
 
Don't forget the selling point to the wife is "but dear we NEED this mod if no other" as it will help mpg and eventually pay for itself, especially if Diesel ever gets back up to $4/gal range again.
 
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