Big thanks to Mark at BOP and his reflasher!

Man, I seriously didn't expect the truck to pull this strong! She idles a little smoother, starts up quicker, and the shifts are more complete, though not as "firm" (decrease in line pressure from my previous tune). I can't really tell how much power I gained though, but it definitely feels quicker. And although line pressure was decreased, I chirp 2nd VERY hard now on a downshift. Made a couple of WOT runs and she pulls pretty quick on the top-end, even though the shift points were decreased from 5500 rpms to 5200 rpms.

I can't wait to get it on a dyno and check out the AFs, rwhp, and torque. I don't know if I really gained horsepower because I haven't driven my truck in a week and my butt-o-meter isn't as accurate as it used to be . It's definitely more streetable now putting around town in traffic though.

Going to NMRA this coming weekend so hopefully I'll get to dyno next weekend. I'll post the sheets for all you guys to over.

 

Are you saying your shift points were lowered from 5500 to 5200?

 

Whoops, yes that's what I meant.

Edited!

 

Do you know why they lowered the shift points to stock?

It's been posted on here many times that the higher shift points produced better ET's. This was tested by all the tuners when the gen 2's first came out. If you notice they all set their shift points at around 5500 rpm.

5200 rpm would be a little safer but 5500 rpm is suppose to be faster.

I'm just asking the question not trying to bash.

 

If you look at the dynographs of most trucks, the power falls off after 5000 or so. You simply aren't making power above 5200...

 

cyntaxx is planning on running nitrous, thats probably why they are lower. Glad to hear you are happy with it . Love to see some dyno sheets when you get them. I'm going back this saturday! turns out i had a nitrous leak and my friend fixed it.

 

Shhhh I'm not gonna run nitrous

The shift points were lowered for the reason I stated above mostly. I just felt it wasn't necessary to wind the motor up that high if I wasn't getting anything out of it.

 

This is true but the power is lower on the bottom side of the rpm range too. Even though it drops off above 5200 if you go past 5200 then it shifts into a high HP rpm which keeps you in the meat of the HP longer.

Here is my dyno chart so you can see what I'm talking about.

 

uhhh uhh, what he said.

 

Here's mine:



As you can see, the power starts falling off pretty quick after 5000 rpms. It stays in there for a little bit, which is why I had it set at 5200-5250.

 

Glad to hear your happy with your recal. I'm still waiting on my virgin EEC I bought from fordpartsonline.com. It should be in tomorrow, and sent to BOP on Monday. E-fan, water pump, 170* stat, long tubes, high flow cats, FTVB, Single blade TB, and 2" drop shackles should be in by the time it gats back recalibrated!!!
Can't wait to get this big truck back to the track!

 

BINGO


CONGRATS CYNTAXX
Let us know how those #'s look and how you do at the track
Very interesting in seeing an apples to apples comparison
GOOD LUCK

 

What Chuck is trying to say, just for example: When your truck shifts from 1st to 2nd the rpms fall back to a certain level. If your shift is at 5500 lets say the rpms fall back to 3000 to begin 2nd gear where the meat and potato's are where as your shift at 5200 will drop you back to 2700 where the hp is less. My opinion is on the shift, you want to be in the power at the beginning of each gear.

P.S. These are just examples, I'm not sure exactly where the rpm's drop to at the shift. Hopefully everyone will understand what I'm saying.

 

Are you saying that between each shift, you drop 2500 rpms? Any variation or way to change this?

 

The fact that power stops going up at 5000 rpms does not mean that it is the optimal time to shift. You do not want to shift your truck this low. Your logic is not correct, and it has been proven repeatedly by others who have attempted this.