I purchased one of the TS Ramifier's a couple of weeks ago. It really brings the Cummins to life. It is very smooth through the powerband, and it has made my truck a real treat to play with..... Especially with the little ricers!

Bret

 

O.K. Then answer some simple questions.
1. How much fuel pressure is developed? 27,000 psi?
2. Any additional boost?
3. Any timing changes?
4. Any fuel duration changes?
All the other manufactures note the changes(to the factory settings)on their sites and as I am sure you have a good product.... some of us are curious to how it changes the stock systems.

 

I may be atypical in terms of attention to detail, but my approach is this: any power modification has the potential to jeopordize my powertrain warranty, and for this reason, when I bomb I take on more responsibility and ownership of powertrain issues. Thus I no longer can blindly trust the mfgs warranty; I must understand and accept additional risk.

So with that background, it is against my nature to consider a product that does not reveal its methods of attaining additional power. With the plethora of boxes out there now, and the power enhancement community freely discussing the various methods of duration, timing, and pressure, it is unusual to me that the RAMifier has chosen to be secretive.

So Dennis I want to respect any mfgs desire not to reveal R&D secrets, I'm only pointing out that for some of us, this will be a disadvantage in terms of considering the product. Its asking someone to take more responsiblity for the powertrain, but denying them the ability to make a meaningful risk assessment.

so understand that the interest expressed here is aimed with that goal in mind. Any information you can offer with respect to the basic methods of power enhancements we will appreciate!

 

do you guys make any kind of box like this for an 01. I currently have an ez and it runs fine do your boxes plug into the same ports?

 

With MAP sensor and fuel rail pressure sensors I think it is basically a fuel pressure box, but that's not necessarily a negative thing. Certainly it has a boost fooler and maybe it does more than typical boxes matching fueling with boost levels or something. Some boxes I've tried such as my Bully Box come on too late for me and are quite peaky. I think just because a box is a "pressure box" doesn't mean they're all elemental and work the same, certainly some are better and more sophisticated than others. My Bullydog box does timing as well as fuel pressure, and has 2 power levels and a On/Off switch all controlled from the cab, and yet it could use quite a bit more refinement in terms of drivability, and engine noise increased when turned on.

I do have a question about the Max EGT comment of 900F. To me that sounds like a Post Turbo reading, being that stock trucks without boxes run beyond that pre-turbo. It would be interesting to know what max preturbo EGT readings guys are seeing with the TS box.

 

In the midst of all the tech talk here,im wondering what mileage changes you noticed Dennis?Thanks.

 

Thanks for the info Dennis, I appreciate vendors being willing to come on a board and tell about their products. Obviously you can't tell all your R&D and engineering secrets

My Bully box uses connections at the crankshaft and camshaft sensors which it uses to adjust timing, and I assumed that was the only practical way to do it, but with the common rail system I guess that's not necessarily the case. If you are controlling how long the injector stays open then that's pulsewidth modulation, definitely more than just a pressure box like you explained.

I think it's great to have another box in contention here

Vaughn

 

The ice out here is melting slowly. I have my pyro mounted pre-turbo. I should be able to give EGT results under a load in the next day or so.

Bret

 

This sounds like it might not be a bad box @ all. Wondering is this box is On or Off or does it have settings you can control in the cab.

 

Well.... I was able to make it out to the highway today. I left it in 6th gear and went WOT. The EGT's slowly raised to 1200 degrees until about 90 mph, then raised to 1290, and never went past that. Boost held steady at 35 psi, but when the EGT's hit 1290 the boost was at 37 psi. I'd say this module takes things right to the edge, but not past.

I can't wait to see what it will do with bigger injectors and a better turbo!

Bret

 

Freynpres any updates on your TS box? Anyone else?

Vaughn

 

How does this box compare to the boxes already out? Have they been selling alot of them

 

followup questions/comments:

But Dennis, is not 2000 BAR the mechanical safety pop-off limit of the HPCR, a destructive event which, when reached, requires dealer service? The mechanical operating limit of the rail is generally perceived to be 1600 BAR, a figure designed in by the mfg to give additional design margin to account for (1) mfg variabilities and accuracy of the pop-off safety limiter itself, and (2) stress on the rail itself due to increased pressure. I'm not saying there is no room to give (between the stock pressure level of 1600 and the 2000 BAR safety limit, only that to be accurate, in my opinion the above statement needs further clarification. Obviously there is room for the argument that 25% (400 BAR) margin is over engineered and thus it is natural and attractive to boost rail pressure. My comments are aimed at furthering the understanding of what the HPCR limitations are. Please correct anything I've said if necessary.

what is the maximum pressure that the box will dial in?

At the risk of over-analysis, my interest in your description suggests to me that a definition of terms and meanings may be prudent. What do you mean by the operatng range of the factory fuel system, and/or how did you determine that this operating range includes the region between the factory peak level (1600 BAR) and the destructive pop-off safety point?

wow, that does sound unique among the box mfgs. However, without direct control over the injectors and without directly sensing crankshaft position I don't believe it is possible to alter injector timing and duration explicitly -- you must be relying on the ECM which is the only device capable of controlling the injectors themselves and indeed is the only device connected to them via the appropriate driving circuitry. So we must again call for a definition of terms here and ask what you mean by timing and duration. by altering the relationship between manifold absolute pressure and fuel pressure , you certainly will enjoy the implicit control over the injection event that the ECM naturally provides as a consequence. But it is not clear to me yet how this differs from other approaches. This custom file for the map sensor that you mention: this must be the uniqueness of your approach -- altering fuel pressure as a function of manifold absolute pressure, and manipulating the boost information sent to the ECM (boost fooling). Other boxes must alter pressure based on some other set of rules, and may not have as sohpisticated of a MAP fooling algorithm. is that what you are saying?

Well, boost increases as a result of fueling, and it is only possible to acheive levels above the factory maximums if you perform boost fooling. Without extra fuel, there is insufficient energy in the exhaust to spin the turbo faster, and without boost fooling, the ECM will de-fuel when boost approaches factory maximums, over which we have no control. Perhaps you have a unique method of boost fooling that allows the ECM to sense high boost pressures but not high enough to de-fuel? For example, feeding the ECM about 2.5 volts at its MAP inputs would correspond to about 75 inches of Hg, approximately the maximum allowed by the stock truck. clever boost fooling would convince the ECM that the turbocharger is at or near factory maximum boost, when actual boost levels might be over factory maximums. Is this what the box does?

We know that the ECM senses rail pressure and it makes sense that increases in pressure result in consequential changes to timing and duration. Now then, getting back to definition of terms, does the expression "new fuel table" refer to the same thing as the "custom file for the map sensor", which is really a manifold pressure to fuel pressure mapping? or are we talking about two different things? perhaps the "new fuel table" is the MAP-to-fuel-pressure programming and the "custom file..." is the unique method of boost fooling?

I can see that the combination of MAP-to-fuel-pressure programing and a unique method of boost fooling could result in the ECM delivering different timing and duration instructions. It just doesn't sound right to me to say that the box is a pressure, timing, and duration box when it only is capable of directly manipulating pressure and boost information sent to the ECM.


Dennis, please understand that the details in my questions are evidence of interest, not as a challenge. when you say that the Ramifier is capable of holding the injectors open longer this does not sound consistent with my current understanding. Again, correct me if I'm wrong here but I don't think it is possible for a box to "hold the injectors open longer" without a connection to the injectors. Surely you must be relying on the ECM's consequential control over the injectors as a result of increased fuel pressure and/or manifold absolute pressure information.

I have no doubt that the dyno graphs are real, and I do not question your results. I'm only trying to understand the language of your product description in light of current industry efforts to actually hold injectors open longer via direct connection, and to alter injector timing via sensing something relating to timing (such as the crank and/or cam sensors).

With connections only to the pressure port and the MAP sensor you can only directly influence the systems that respond to those inputs. Any other changes to the combustion event itself (such as holding the injectors open longer) must be consequential and reliant on the ECM. The box itself cannot affect those changes directly.

It appears that the Ramifier's claim to uniqueness is the particular fuel mapping table that you built into the box, that determines HPCR pressure as a function of MAP. whether or not other boxes do this I don't know, and even if they do, your particular fuel mapping may be unique, proprietary, and shown to result in the particular duration and timing consequences you mention. To the extent that is the case, the Ramifier would certainly be a contribution to the industry.

Please correct anything I have said here. The language used in your explanations challenges my current understanding of the industry state-of-the-art and I only seek a more complete knowledge. I'm only an interested potential retail customer that generally requires a high level of understanding before purchase.

-doug