Long tube headers and mds 6.4 delete cam

[tmanplanet]

Is there a base tune to get the lazy low rpms to work with the pe table witch is perfy

[tmanplanet]

I?m using trans tuning to fill in gaps

[LilSick]

Is there a base tune to...

how long are your primary tubes?

what is their outside diameter?

what diameter collector?

how long is it?

open header?

cats?

no

[PurpleRam]

Add some PT timing, delay SRV opening, lower throttle WOT value to get it on to the Pe table

[tmanplanet]

o2 sensor air flow transport delay. i keep looking at reducing srv but unsure if subtracting overall and lower wot pedal? where is that, here is what is going on after drop in mds delete kit was installed. posted with attached file

[tmanplanet]

1 7/8 " to 3 " collector straight to factory muffler and factory dual resonator tips, mds delete cam swap, copper plugs, drop in spectre highflow air filter.
new drop in injectors next and fuel pump

[LilSick]

are drop in injectors like drop in pistons?

raise the srv a hundred or two... dont lower it

[N2speed]

why are you putting in a fuel pump and injectors?

[tmanplanet]

yes they are matched injector to the vehicle factory standards but aftermarket, which exceeds factory and better capabilities.

[tmanplanet]

based on miles the pump could have a few more oil changes before it starts on the way out issues and injectors because i dont have the option to have my truck down while getting factory injectors rebuilt. will also include new fuel sensors and canister purge and purge solenoid to ensure system is working properly for another 100,000 miles. might even throw in a gas cap ��

i work with the parts and such all day everyday, and read lots of different factory manuals, engineering documentation, service bulletins and surprisingly many items after certain miles "although costly" is just replace it or IT WILL BREAK and leave you stranded. these are figures the manufacture compute as cost of ownership. main examples are wheel bearing assembly hubs have a miles or months limited whichever comes first R & R due to environmental breakdown and general use wear in a normal/heavy use service recommendation.

so im moving forward with that fuel stuff around the time when i get plugs to avoid a costly breakdown when i can afford it

[LilSick]

are the fuel sensors on these hemi's a issue?

[tmanplanet]

No the sensors are not

[rays04gtx]

Delay SRV opening, isn't that the same as raise it a hundred or two ? but it's mute point since it's 2013 ram,

the 6.4SRT cam isn't "truck friendly" , what you lose in low RPM Tq is hard to replace, especially if it's a QC 4x4(not sure what OP is working with).


Take this one compare it to your's and , try it , or just study it..

See if HPtuners can add these Missing SRV tables to your tune, the other Screen shot is what we have a NOS power addded 2014 Ram use , truck runs a 6.4 Manual cam, Kooks Long TURD headers, and a lot of rear gear.(4.88s)

[LilSick]

that ram had a 6.4 manifold on it yeah?

i noticed there were no fuel multipliers (everything is 1.000) for mass to be delivered to ea cyl EXCEPT cyl number five and six

just those two got a lil extra above 5600

do you know why it was set up that way???

*was it melting the strap on 5 & 6 ?

**did you have a o2 on every tube?

[rays04gtx]

that ram had a 6.4 manifold on it yeah?

i noticed there were no fuel multipliers (everything is 1.000) for mass to be delivered to ea cyl EXCEPT cyl number five and six

just those two got a lil extra above 5600

do you know why it was set up that way???

*was it melting the strap on 5 & 6 ?

**did you have a o2 on every tube?

the "0884" tune is OP's modified.

the 14 I was referring to runs a OEM 5.7 truck intake, with a NOS TB plate.

Interesting thing about the Fuel Mult.

the 09 rams OS, is straight 1.0 on 5&6 , the 10 and later OS has 5&6 as 1.10, FCA changed it because they found during certain scenarios 5&6 were leaning out at the higher RPM limits, same reason the stock hellkittys, have a different set of values for #5 , both in RPM scale and Muti #s.

The 5.7 Auto(LC/LX platform intake manifold) uses the same values as the 5.7 trucks, while the SRT8 Intake is different , bank 2,4,6,8 have one set of values, Cylinders 1&3 have another set, and 5&7 are different than 1&3......with the SRT intake it has to do with the F#$ked up air boundaries issues in the Intake it's self.


EDIT: one of the reasons a lot of people loss a F-ton of power with the Std Holley sinper Intake is they leave the Multi as is, we've picked up HP(yes we lose low end with the STD sniper intake) we up the Multi (see attached),
this nasty slim fast dieted 2014 challenger , 5.7 (3.927 bore , molnar 3.59 crank,J&E pistons, Crower custom rods, Jesel Lifters.....BIG cam....F@&King BIG cam, Apache heads,2.22 X6mm Intake,1.625{yes seat was changed to a smaller size) runs into the High tens @ 3500 race weight spinning north of 7500, with an out of the box Holley sniper intake...... the owner tells us "if I had a dime for every guy who walks up to the car, and says, Ditch the intake you'll go faster" he'd could afford a Drag pak ..

[LilSick]

oh i thought you said it was the one you were squeezing

the multipliers make no sense

how could bank 1 be that screwed up cuz of the manifold AND all of bank 2 be perfectly matched 1.000 cyl to cyl with the same manifold?

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[rays04gtx]

oh i thought you said it was the one you were squeezing

the multipliers make no sense

how could bank 1 be that screwed up cuz of the manifold AND all of bank 2 be perfectly matched 1.000 cyl to cyl with the same manifold?

5.131.png5.133.png5.135.png5.137.png

1st , the offset/angle of TB position , keep in mind that the intake track(runner) opening for the 1,3,5,7 part of the firing order is on the 2,4,6,8 bank of the engine(which I'm sure you know but for others reading this)

the "thinking is" because of the angle of the TB opening,

Cylinder's 1&3 get a "direct shot" of incoming air, because of the angle of the TB, 5&7 get a benefit from 1&3 creating and under current of air .... as a result 1&3 have the lowest air boundary area so they have less resistance against the Intake cycle draw on the plenum,5&7 benefit as well, but not to the extent as 1&3.......2,4,6,8 are not as lucky...they are the "normal kids" or look at it this way, when @ 3k RPMs , all cylinders have the same amount of time to draw air from the plenum, 1&3 can get a 100cfm in their bite, 5&7 take a 99.5cfm bite, and 2,4,6,8 take a 99cfm bite, so to compensate for the different volume of air , they use a fuel multi to keep the AFR even.

at W.O.T the situation is closer to even so no need to compensate........(lol)


When we tune for a 6.1 Intake on a 392 or an Eddlebrock on a 392...No need for the multi.

side note , I think one of the reasons Whipple's seem to have a max performance Issue with cylinder # 8 is due to how the air moves inside the case, I think 8 has less vacuum against the Injector, the injector can't compensate...just my .02 on that subject.

[LilSick]

my stock tune does not have it adjusting until above 3800 so i would say it is ONLY for wot but whatever

it (the numbers) are suggesting that cyl 1 gets the biggest gulp of air - call it X

cyl 3 grabs 1% less or 99% of x

cyl's 5 & 7 grab 3.5% less or only 96.5% of x

and ALL the cyl's on the other side (bank 2) are down 6% compared to cyl number 1???????????????

[rays04gtx]

my stock tune does not have it adjusting until above 3800 so i would say it is ONLY for wot but whatever

it (the numbers) are suggesting that cyl 1 gets the biggest gulp of air - call it X

cyl 3 grabs 1% less or 99% of x

cyl's 5 & 7 grab 3.5% less or only 96.5% of x

and ALL the cyl's on the other side (bank 2) are down 6% compared to cyl number 1???????????????

I was just using rough #s for explanation.

I don't remember the exact #s , and it's more like 2,4,6,8 are normal, 1 gets a little help from a direct path of the TB flow, while 3 and to a lesser extent 5&7 reap the benefits . , I do know the higher the RPM the more the 2nd reflective Intake wave helps #1, which is why #1 is 1,060 @ 5200/6464rpms while # 3 peaks at 1.050.

[rays04gtx]

read this thread off of Yellow bullet, it might help with explaining it. ( that thread references this thread https://www.lsxmag.com/tech-stories/...better-intake/ which is a good read)

https://www.yellowbullet.com/threads...r-efi.2661382/

the SRT8 intake is a one big compromise, from a performance point of view it's major asset is , it fits under a hood.