I Install The EGT Probe Before Or After The Turbocharger?
I’ve Heard Before Is Best, But I Saw An EGT Mounting
Hole In An Aftermarket Exhaust System, And Now I’m Wondering
If I Can Safely Mount It After The Turbo Charger?
ONLY correct position for the EGT probe is before the turbo
in the exhaust manifold. There are two reasons for this: response
time and accuracy. If the probe is mounted far away from the
manifold, the lag between when the probe will register an
increase in temperature, compared to the reading if the probe
was placed in the manifold, can result in misleading EGT numbers.
When used in conjunction with the Juice, this is of particular
concern since the module needs to be able to de-fuel as quickly
as possible to reduce EGTs when needed.
The second reason is accuracy. Putting the probe after the
turbo can create inaccurate readings because the exhaust gas
will cool as it travels farther away from the manifold. This
discrepancy can be as much as 250 degrees, which is far too
big a margin of error. Also, depending on the power upgrades
you have made, the turbo itself may throw off the accuracy
of a post-turbo reading. If the turbo is a restriction, excess
heat will build before the turbo as hot exhaust gas backs
up, while post-turbo EGT will be much lower - resulting from
the reduced exhaust flow which cools even faster than it would
in a balanced system. This situation can be particular dangerous
because excess heat will quickly build in the motor while
temperature readings after the turbo will seem almost too
for exhaust gas temperature, and is the single most important
indicator of how a diesel engine is performing. Unlike a gasoline
motor, a diesel motor will continue to make power as more
fuel is added. As more fuel is added, heat will be generated
until the motor just gets too hot and things start to melt.
This is a situation to avoid. Exhaust gas temperature is the
ideal measurement of how hot the motor is, since temperature
fluctuations in the gas are almost instantaneous. You should
consider using the Edge Attitude or installing an EGT gauge
even if you make no performance upgrades, since EGT is such
an important indicator of engine load. This is particularly
true if you tow.
Hear People Talking About Pressure Boxes And Timing Boxes.
What Are They Talking About?
are basically three ways for a box to make more power in a
diesel: timing, duration and pressure. Some boxes just do
pressure, some do timing and duration and some do all three.
If a box does just pressure, the box is fooling the truck’s
computer into thinking it has less fuel pressure than it really
does. In response, the computer increases the fuel rail pressure
and so when the injectors fire, since there is increased fuel
pressure, more fuel is released into the engine and additional
power is created. This is the simplest type of power upgrade
module and we have found it works very well for most Dodge
applications and the Ford 7.3 Powerstrokes, as long as your
power gains are limited to less than 70 horsepower. We have
found raising fuel pressure on Ford 6.0 and the Duramax puts
too much strain on the fuel system and so we do not make pressure
boxes for these vehicles. Also, as mentioned, 70 horsepower
is about the most you can safely gain in the Dodge and about
50 horsepower is what you can get out of the 7.3 Powerstroke.
name implies, a timing and duration box changes the timing
of when the injectors fire, either advancing or retarding
timing, as well as how long the injectors stay open when they
fire. This takes considerable sophistication when it comes
to understanding performance tuning, as well as vehicle communication
systems. We have found re-tuning through timing and duration
works very well on the Duramax and the Ford 6.0. When done
correctly, it can also produce big gains on most of the Cummins
motors; however, these gains will usually require additional
aftermarket enhancements to the vehicle.
What Level Should
I Tow In?
levels suitable for towing are levels 1 and 2. Only use level
2 if you are towing a light load. Never tow without an EGT
gauge or an Attitude monitor. If you want to tow in a higher
level, you must make significant engine and transmission upgrades
beyond just a chip in order to handle the increase in power.
It’s that simple. Even though the Attitude monitors
EGT and will automatically de-fuel to prevent excessive EGTs,
you should still only tow in level 1
My Juice Work Without An EGT Probe Hooked Up?
module will function normally, however, you will not have
the safety feature of monitoring your EGTs and the Juice will
not be able to backdown EGTs.
Seems Every Product I See Advertised Claims 100+ Horsepower
Gains, Yet When I Have Driven A Friend’s Truck That
Has One Of Your Competitors’ Products, The Performance
Just Doesn’t Seem That Good. How Come?
comes to horsepower claims there are many people in the industry
that state horsepower and torque gains using methods that
while accurate, are not particular relevant to what the enthusiast
is looking for in an upgrade. The most common example of this
is flywheel or crank horsepower claims vs. rear wheel numbers.
If your crank shaft was connected to the road, this would
be great a number to know. But in fact, your crank shaft is
connected to other components, like your transmission for
example, that act like a parasite and reduce power. What you
really want to know is horsepower gains at the wheels. A typical
truck uses about 30% of its power turning the gears, drive
shaft and other components that sit between the flywheel and
the tires. This means someone claiming a 50 horsepower gain
at the flywheel is probably only making about a 35 horsepower
gain at the wheels. Not bad, but not really as advertised.
The second popular method of “super sizing” horsepower
claims is by quoting horsepower gain numbers based on some
totally unusable part of the power band. Who cares if all
your power gain comes after 3,000 RPM? When do you ever cruise
on the highway at redline? (Certain Edge engineers, who are
now strictly forbidden by our insurance company to drive company
vehicles on public roads, being the exception). What you should
be interested in is usable power gains in the low and mid
range. This is particularly true if you tow. Before getting
mesmerized by that 100hp claim, look at a before and after
dyno graph and see if the gains are really where you drive.
a CARB “Executive Order” is Important to Consumers?
Air Resources Board (CARB) requires manufacturers selling
emissions-related products for on-road use in California to
obtain “certifications” for such components. By
so doing, products are assigned an “Executive Order”
(E.O.) number, indicating successful completion of emissions
and related tests in an authorized testing facility. Failure
to obtain an E.O. can result in fines and the inability of
a vehicle to pass routine “Inspection and Maintenance”
(I&M) tests, conducted by the state of CA. I&M tests
are also being required in other states and in major air quality
regions throughout the country. In addition, emissions-related
specialty parts require a CARB E.O. when registering, re-registering
or transferring title of a vehicle. Nationwide, the Federal
Environmental Protection Agency (EPA) has similar requirements
for emissions-related specialty aftermarket parts. Generally,
parts that have been issued a CARB E.O. are acceptable by
the EPA, inasmuch as CA emissions standards are typically
more stringent than Federal standards. Regardless of from
which perspective the CARB or EPA may be viewed, the installation
of an emissions-related part or system not supported by a
CARB E.O. is considered a violation of the “tampering”
provisions in both the CA Vehicle Code and Federal Clean Air
Act. Parts with a CARB E.O. are exempt from these provisions
and clearly the safest choice for consumers. Edge Products
fully supports efforts by the CARB and EPA to make certain
that emissions-certified products are available to the specialty
parts customer. In fact, Edge is able to meet these requirements
while delivering the performance benefits for which our products
are widely known. On a consistent basis, Edge applies for
and obtains CARB E.O.s for its emissions-related products.
It is Edge’s intention to provide customers with up-to-date,
technologically state-of-the-art, street-legal parts that
comply with regulatory requirements while preventing problems
for the consumer when engaging in emissions test programs
and registration procedures mandated by governmental agencies.
the Use of Edge Products in California.
submitted their full line of aftermarket performance products
for testing to ensure they are in compliance with the California
Air Resources Board’s (CARB) standards. Currently, all
of Edge’s products for gasoline-powered vehicles have
received CARB Executive Orders (E.O.s) and are legal for sale
and use on gasoline-powered pollution-controlled vehicles
in California. The rest of Edge’s products have been
submitted for testing or are in an E.O.-pending process. We
are currently testing products to become compliant. This page
will be updated as applications move to the next stages of
the CARB and E.O. process.