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Really hey. Why would the 50hp injectors cause an issue with the stock hpfp. Is there not enough fuel or the fuel not atomizing properly. It was holding 25k psi pretty good. How would doing a dual duel set up help the smoke and egts. I think I'm heading back to a stock injector pretty quick here...

Yea I'm thinking there is an issue with these injectors. Not impressed with them. Haven't been able to get rid of smoke and have pretty hot egts soon as I put my foot into it a bit. I I know having a non vgt has a lot to do with it but ddp claims these 50hp are a direct drop in with less smoke...

never mind, got it figured. Curious is the lower fuel mass in the lower rpm and torque range will give the rattle sound and if adding more fuel might help clear it up. Also where does post injection come into play and why is it mostly off. Post injection used for *** regen ?

how come i dont see an option to post my files / images. was going to post the tune or images.

Thanks for the response guys, sorry for the delay i was away for work. I forgot to mention that this mostly happens or is more audible on a cold engine. Even accelerating lightly it is super loud.

trying to open my 6.4 tune and forgot where to get the definition files. It said unable to open need the definition file.

Curious as to why especially on a colder engine when I'm accelerating normally around the 2000rpm mark the injectors rattle real hard. The injection sounds changes dramatically and sounds horrible. Is this the pilot injection ?

anyone ever figure this configuration thing out.

Ive got a set of 50hp ddp injectors in my truck atm and am looking for some info on how to compensate for the larger injectors. With a little base tuning and messing around ive got the truck driving pretty good but there is room to remove some of the excess fuel. it also has a pretty good haze...

yup i was messing around with shift points and lock up tonight and it helped big time.

is it possible to config setting vs temp is the setting the mini max is on such as stock, tow, street etc. config 0 temp 0 would be on a stock tune warm engine, config 0 temp 3 would be a stock tune cold engine ??

im also trying to decipher this. Im hearing 0 is warm stabilized temp and 4 would be in the coldest coolant temps. not sure what the different configurations are about. guessing a diff configuration of fueling and temps for the ecu to refer to.

bumping up the load im guessing is done in the torque tables? pedal position to auto / high ?

yea thats exactly what im experiencing so far. It has a lean stumble off the line and will spool and get going no problem but if i let off and try to get it to spool again if the converter is locked its a smokey mess. i do agree it needs a little fuel off the line. if i go approx 25% off the...

most of its in the sig. stock k16, bd diesel manifolds and up pipes, sxe 369,50 hp ddp injectors, cut, coated, de lipped pistons, custom 4" cold air. H&S mini max

I pulled the canned tunes from my h&s and of course its getting way to much fuel for the single non vgt. Trying to get it to spool is a smokey mess so i parked it right away to eliminate ring wash. so far in the tune i shut off the vgt and changed the vein positions to wide open all the time. at...

anyway to change the title of this thread lol

sorry yea im just learning the lingo and my way around the software. I was actually looking at the pre injection tables and thought it was a measurement of pw. trying to remove fuel at specifically low boost and throughout.

how does the pulse width work. Just looking at the canned tunes on my mini max. noticed the numbers are smaller on a cold engine and numbers get bigger on a warm engine. I figured a bigger number would be more fuel but it seems to be the other way around. Smaller pulse width flows more fuel?