Glad to hear you finally got your Mafia 5-Blade S472SX and spool up isnít much different. Could you do a little write up on the 5-blade (sound, do you like it or is it annoying? too loud for long road trips with family?) and the S472SX (where does it start to make boost? is there enough torque at 1500rpm to tow? spool up is a little slower but is there any smoke, is the lag just a little more time to spool or time to get to a higher rpm so it can spool (if that makes sense)?
You and I both have 4.10 gears, I have 34.6Ē tires but still a similar setup. They way the new trans tuning methods work, pedal position is the only variable that controls when the transmission shifts. Most of the other sensors, except transmission output speed, have been disabled. From the factory the 68rfe is a very quirky transmission that seems to be constantly unable to make up its mind what gear it should be in. So getting rid of a complicated algorithm with numerous different and sometimes conflicting sensor inputs, makes for a much more stable and consistent transmission behavior. However, without the ability to calculate load, tuners have to be able to really understand the torque curve and calculate exactly what x amount of pedal input, at y transmission output speed, means. Establishing different shift points based on pedal input or transmission output speed when slowing down is easy to tune for, but with overall gearing being much lower than stock, your torque or power is significantly different throughout the entire rpm band, engine is not loaded the same and boost is delayed and usually lower. Higher overall gearing than stock, loads engine more, making boost sooner and possibly higher max boost. So, tuning made for stock gearing works fine, even if you increase your overall gearing with bigger tires or have huge tires with a modest re-gearing, as long as it is stock or higher.
HPP and now CTT are experts when it comes to trans tuning and gearing. Other major tuners on this forum, not so much. I have tried 4 well known tuners, they were from the most mentioned tuners on this forum. The most popular tuner on this forum that is not CTT, couldnít write a trans tune for 4.10 gears on near stock tire size, that could downshift, at all. The only way I could get truck to downshift for a steep hill or to pass quickly, was 100% WOT pedal input, only because the 68rfe has an override that forces a downshift at WOT. I got a bit of attitude that I wasnít completely satisfied with their tune that was on like a million other diesel trucks without issue. I got one revision and I could get a downshift with slightly less than WOT, my CTS II showed somewhere over 80%. There is no way I could have towed and trying to pass someone, even slamming pedal to 80% or more, was embarrassing and resulted in tons of black smoke, the worst injector rattle I have ever heard and still took a couple seconds to complete shift. They didnít want to write another tune and even though I had an agreement before I purchased their tune, that 150% over injectors had been purchased and I was going to need a tune when they were installed, which I would pay for, they refused (said they were way too large for a truck completely built for 850+ hp). It was very ironic, since it was their employee that jumped into every injector thread on this forum and recommended getting bigger injectors (at least 100% overs) and their company would tune a shorter pulsewidth until you needed more from the injector.
I was somewhat impressed that they refunded every penny I gave them, but they ate up a bunch of my time and summer, which significantly delayed and shortened my families cross country vacation.Also very interesting, I told them flat out, that if they continued to advertise custom tuning and a certain employee of theirs kept posting on this forum to get bigger injectors, I would post the entire email exchange with their company. I havenít heard a peep from that employee or their company, since. I feel really bad because the employee was a great source of information and nothing he said was wrong, it was the company or at least the manager I talked to, that changed the policy.
I canít fit any bigger of tire under my truck without shelling out a ton of money on a full Thuren system. I am also not sure if 37ís are going to look weird with a smaller lift. Unless Thuren develops a bigger lift, I havenít been very impressed with anything else I looked at or researched.
I do wonder if having a higher gear ratio via larger tires might actually load engine more and improve bottom end grunt. The 4.10ís make truck feel lighter and towing or climbing grades seems effortless but truck never feels like it is working hard. I have to look at how quickly the speedometer goes from 50-100 or passing a single vehicle doing 55mph and by the time I get back in the right lane Iím doing 115+. Iíve been in friends trucks that are around 500hp and oversized tires, that feel really powerful. I have raced them and I leave them so fast that I think they failed to launch and still at the starting line, but they gave everything they had.
Lower gearing is just a completely different feeling and might be why your not more satisfied with your build. Dyno it, or go to the track, you might change your mind or at least have a new found respect for your beautiful truck.I also had to make it really clear to CTT that I wanted them to give me a real max effort tune because I planned on hitting the dyno and I had everything needed for 850+ , so I would be beyond disappointed if I didnít fall between 750-800 or better. I couldnít run level 4 of new max tune without very uncomfortable egtís, but could get by with 1 or 2 dyno pulls. Level 3 felt 200hp stronger than previous max effort tune on 4 and egtís stayed mostly safe on a wot run, level 2 was still more powerful than previous level 4 and 1 was supposed to be tow and still fast as heck. CTT also seems to not like going beyond a 2600 microsecond pulsewidth, which is not much fuel, with stock sticks, for a 72 or even 67mm turbo. The tuner I talked about earlier, didnít have issue with a 2850 pulsewidth on 65% sticks and it was a fairly noticeable difference, but I kinda needed a transmission that would downshift.
It costs around a grand, for a set of really good nozzles and install. A stock CP3 should handle 90hp and maybe even 125hp like mine. Heck if I lived anywhere near you, I would give you my 125 hp nozzles when the 150% overs go back in and install them for you, just for good conversation.and a few beers.
Good luck and donít give up on that beautiful truck. Tom J.
2015 maximum steel 2500 BigHorn, HPP/CTT EFI Live, RevMax Sig 850, Garrett G42-1200 73/82/1.01, Steed Speed, TS ďBig BubbaĒ BOV, S&S 150% Inj, Custom 11mm CP3, Fleece PowerFlo Lift Pump, ARP 625, Hamilton 182/214 cam, Springs & Pushrods, 4.10ís.