MM kicks the teeth out of PukeDits (repost from old forum) ...

[Rawze]

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ATTENTION: This is a re-post from 04-24-2015. It got lost along the way, but I found it after doing some digging...

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Here are some Competition "M M 2" Dyno results ...
This was done to a completely stock truck with about 450k miles on the engine -- 2010 truck with a CM871 ISX,... The dataplate HP rating was 525 HP.


This was done on a very stubborn full Competition Dyno... (they actually had to add more chains because the truck wanted to break away from it) ...

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The engine had a competition pee-dee-eye delete in it, and the owner wanted a custom high-HP "MM" tune in it instead, to see how it compared. He wanted it dyno tested both BEFORE and AFTER and had PukeDits tweak on it, testing it, etc. prior to our arrival. They were arguing with him and demanding that the Holset VG turbo was holding it back, and that their competition big-boss turbo would make it go to 700+ HP. -- He heard rumors about MM and the ability to re-program a stock engine and turbo for big power, so he wanted to try that before shelling out a lot of extra cash.

With the big-name tune in it (that claimed to be 700+, HP already) here were the initial results ...

Final HP at the tires (maximum) : 590 -HP
Final HP at the flywheel (maximum) : 696 -HP
Oil Temp at maximum engine output: 241 -F
EGT at maximum engine output: 1200 -F
* the engine also had a moderate vibration in it, -- They claimed it was all it could take because it was above the HP rating.

Remember, this Dyno is stubborn, so they were all standing around bragging cheering it on like it was supposed to be something impressive, .... That is ...


Until I made a custom MM-style program for it, gearhead flashed it on for me, with the Horsepower set to 950 HP on the tune, made for 100% completely stock VGT and hardware.

In the mean time,... when the truck owner and the competition guys were told that we were programming it for roughly 950-HP to the flywheel, they started laughing in complete disbelief, saying it was not possible to get more than 750 out of one max. Not even if they were to add all their aftergarbage big-boss turbo and all the mods + hi-flow manifolds, etc. installed that they had.

After the truck was re-flashed and MM put in,... they started to run it up, - They had to add more chains because it was trying to jump off. Clearly it was stronger than before, so they shut it down, and re-chained it.

Remember, this truck has nearly half a million miles on it.. and was 100% stock hardware (minus the egr of course). Here is page 4 of 7 where it reached max torque and HP (I have the entire report)...



With MM in it, the final results were ...

Final HP at the flywheel (maximum) : 965.04 HP
Final HP at the tires (maximum) : 817.83 HP @ 1800 RPM in TOP gear
Oil Temp at maximum engine output: (it settled in at about 231 -F )
EGT at maximum engine output: 910 -F
* Excess engine vibration -- NONE


The guys at the dyno, the owner of the truck, and everyone there's knees buckled in disbelief at the difference!...

They did play with boost a bit to try to optimize it, but just like i say to everyone,... they found that 38~ish PSI was the sweet spot for max HP output. They tried to make it go above 39 or so, but it started to fall off again and create exhaust restriction. This falls right in place with my own results a few years ago when I did some competition engines for some Aussie guys back in the MM 1 days.

--= (CM871): 37-38 PSI at 600HP is the absolute max that anyone should ever see if they want to keep from shortening engine life.

Not only was the power right on que with the programming, but notice how much COOLER the engine is running with that much power output. Also there was no more engine vibration, indicating that it clearly could go higher without destruction. This clearly proves beyond ANY shadow of ANY doubt, that M-M-2 is the ONLY WAY to program this motor right, especially if you are going to do high output engine competitions with it.

Since the engine was running cool as a cucumber, and was not producing any excess cylinder pressures, had no excess vibration, and appeared to handle it nicely, the truck owner was asked if he wanted it higher. He said no, because it was an engine with 450k miles on it already, and they did not want to push it harder. -- i don't blame him. An ISX built for that much power etc. needs to have the head hand-torqued, etc. to be reliable.


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(Looking back at this post a year later, some self criticism)...
The 910-F shows that the injection timing needed to be backed off another degree or so. It should have been in the 1090F range. If it were optimized better, it would have easily raised the output another 40-50HP or at hp at that power level,.. so this thing was not even 100% optimized that well yet.
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** THIS WAS FOR TESTING AN COMPETITION ONLY! -- And is a good example on how proper engine mapping that maintains stable, accurate final Crank Angles (+4.2 ATDC roughly) can produce a LOT of power without any excess strain on the components. This is what proper engineering is all about. After the competition, they adjusted the engine back down to a more reasonable 650-HP so it could be used for other off-road purposes.

Before you go bragging about something, i suggest to others --- Put you money where your mouth is!,... This is actual custom tuning, and what it can do when done the right way!

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