No more than 2/0 or 2/1 or 2/2 on the TST. Watch your RP gauge to determine what you can do. Basically, the Smarty is already so strong down low you don't need the TST there. You just may create extra smoke and heat for the trouble with little or no benefit. But you can play with it and see what works best for you... every truck being a little different.

 

What does the second # on the TST box do? 2/0 the first one is the power level what is the the second one

 

The second one is the torque enhancement you referred to earlier. The first number is basically fueling high, the second number is fueling low.

The smarty already fuels hard down low, so most people don't use the TST for that as it can prematurely drain the rail and just adds more smoke and heat.

 

I THINK when running the TST w/ the smarty you want the smarty on EVEN SW#'s

 

That is true as long as you don't go into the smarty options and change the timing. I noramally run the smarty set to stock timing and use the adjustable timing on the TST.

 

Is it personal preferance or will one over the other get me better results? (ie leaving timing stock with the smarty and using the tst timing will that gain better result or is just a different way to get to the same end point)

Is it still possible to drain the rail with dual cp3's? (keep in mind we have flux 3.3's)

Pardon Stupidity on this stuff i am a powerstroke guy with a cummins motor.

 

I go the other way and let smarty do the timing and leave TST timing off.

With 3.3's you will not drain the rail with dual pumps. At least I know of no one that has done it. Member Cquestad here has 3.3's and dual pumps and he pushes the envelope on his truck and has had no issues that I have heard of. For that matter, I have flux 3's with a stage 3 pump from Floor It and I have never drained the rail either.

Hope that helps.

 

smarty and dr. performance predator

 

I made more hp with the Smarty doing the timing and TST timing on 0. It may very from truck to truck and program to program. Next time I tune on the dyno I'm going to retest that theory with TNT and TST stacked. Previous finding was 4.11 and TST. Plus I get less CEL with smarty timing. Seems like TST timing causes a lot of unknown CEL. Tac

 

how much hp you looking to make?

 

depends on injectors. I don't know where the breaking point is, but F1 seem's to like high pressure. Where as DDP doesn't. I'd say go as high as 27k or maybe 28k psi. I'm sure someone else has more to add on that. Persnally, excessive pressure scares me.