|
Horsepower
|
Torque
|
Horsepower
|
Torque
|
|
235
|
460
|
205
|
405
|
|
250
|
460
|
220
|
405
|
|
305
|
555
|
265
|
475
|
|
325
|
600
|
295
|
515
|
The maximum power gains we've seen to date is an extra 195 whp (wheel horsepower) at 2900 rpm and an extra 600 pound-feet of torque at 1700 rpm. The only power upgrade was our plug-in computer, no wires to cut or Scotchlock. These numbers were obtained with the stock turbo (added a boost elbow to turn boost up to about 40 psi to help reduce exhaust gas temperature), stock exhaust, and stock air filter (enlarged the opening into the air filter box). We also had to install an aftermarket clutch as the stock clutch gave up at about 800 lb-ft. A pusher fuel pump was added in series with the stock lift pump when we went above 120 extra wheel horsepower as engine would miss without it.
We are advancing timing and extending the open time in the injector solenoid on the main injection pulse. We do not extend the pilot pulse and have user adjustable fuel rail pressure. Most competitive computers currently turn up rail pressure and they are very limited to power and torque increases before reaching the rail pressure relief valve limit.
The PowerMaxCR has 10 power levels @ 2900 rpm and 10 torque levels @ 1600 rpm that are adjustable under power on the fly. Setting the power level and the torque level on zero turns truck power back to stock. Power level #1 advances timing only for good fuel mileage, reduced exhaust temperature, and adds about 30 wheel horsepower but does not add extra fuel. Power levels 2 thru 9 add increasing amounts of fuel and 20 horsepower per step at 2900 rpm. Each torque setting step adds 60 additional foot pounds of torque at 1600 rpm.
We offer the PowerMaxCR computer with digital boost and pyro built in such that maximum exhaust temperature can be user selected. The PowerMaxCR is also offered without gauges for those who wish to use analog gauges. The unit PowerMaxCR without gauges retails for $725 and the unit with built in gauges retails at $899.
Towing with the PowerMaxCR will be limited to about 650 to 700 pound-feet of torque (level 3 or 4 on the torque setting) for stock automatics. TST recommends a heavy duty input shaft, a valve body change, and a strong torque converter to take that torque on up to 1000 pound-feet to use the full torque of the PMCR. Stock manual clutches are limited to about 800 pound-feet of torque (level 4- 6 on the torque setting). Clutches are available that permits using the full torque available from the PMCR.
Exhaust temperatures will limit towing total wheel horsepower to about 340 to 360 wheel horsepower (power levels settings 3 to 6). Larger turbos are the only thing we have found to reduce exhaust temperatures such that more towing power can be used (maybe 20 to 40 more horsepower), but larger turbos typically have surge problems at lower engine speeds and high altitudes loosing some of the gains. Twin series turbos are the only setup that keeps exhaust temperatures safe with the PMCR on its top setting, however these are expensive and would typically require studding of the head to keep head gaskets
from leaking.
Advancing timing with power level 1 or above should improve fuel mileage 5 to 10 % if the driver can resist the temptation to use lots of power. Don't be misled by the in-cab mpg meter in that it does not know about the extra fuel we add thus it shows really big improvements in mileage.
Early PowerMaxCR's would set OBD2 codes in some case on some trucks but the newer units appear to have solved most of the code issues.
The earlier PowerMax computers for '98 to '02 Rams diesels will not work on the '03 and later engines.
For installation we Velcro the PowerMaxCR computer to the lid of the Fuse & Relay Center underhood. There are two or three injector plugins to be made on the driver side of the valve cover, a MAP sensor plugin, a camshaft sensor plugin, a crankshaft sensor plugin, three 12 volt connections inside the Fuse & Relay Center, and a ground connection. The wired remote control plugs in to the PowerMaxCR computer and that wire is routed inside the cab. There are no wires to cut or splice.
These units work on the new 04.5/05 Ram 325 hp/600 torque and they appear to work very well. The wastegate setup is different with the 325/600 engine and it takes a few more minutes to connect than with the 03 and 04 engine.