Stealth

I bought a stealth module for my Diesel.

It hooks between the MAP and the fuel pressure sensors and the ECM, but does not download anything to the ECM. My initial impressions are pretty good in regards to performance. I am seeing a pretty good reduction in turbo lag and not seeing any abnormal regenerations. I tried the Banks download earlier this year and it did a lot of regenerations, so I unloaded it. The partial throttle response really made the Diesel feel much more like a gasser. The "indicated" economy is about one MPG better, but am going to put a tank through it tomorrow to check fuel against mileage.

I "thought" it sent fake fuel pressure numbers to the ECM so it would bring the fuel on sooner, but now I think it is also fooling the MAP so it keeps the turbo loaded a little more when off throttle. It is hard for me to really tell because of it faking these sensors, so anything I see on the dash is what the Stealth wants the ECM to read. I would have to independently read the real MAP and fuel pressure sensors and compare against ECM values to really know, but it seem to work so why bother.

I will post once I get some real fuel economy numbers.

The turbo lag has really bothered me.

My 6.7 has it but my c15 cat is worse. Cost was pretty high to go to 1 turbo like the 6zn. It has all kinds of torque. The ford has a lot but not like the cat and the 6 speed is crap. I was running I 70 around Columbia, MO with a 720D on a 34'gn. It would shift down going up the hills but would not shift up without red lining going down the hill. The fuel mileage is like an acholic on moonshine. I have spent 5K for nothing. I only have 36K because I hate the thing. The thing that almost has had me rip the door knobs off is when you stop and open driver door, NONE of the other doors unlock. It is an 2011. It will run and smoke period.

This is a 2016 6.7L Ford

What is a C15 Cat?

The C-15 Cat is the engine in his semi. Mine is the old 6NZ that is desired for the single turbo. It also has none of the pollution crap on it like the regen and other junk. Good engine with about 1,150,000 on it.

The problem with diesel motors in pickups is.....

People what a big enough motor to pull a trailer up a 6% grade at 75 mph and go from 0 to 60 in 5 seconds.
But they also expect this same motor to get great fuel mileage.
Like having a piece of cake and eating it also.
Just not going to happen.

I thought the EPA ? or some agency cracked down on all those aftermarket companies making chips ?

Frank can you not reprogram the door locks ? I was thinking that was an easy fix.

David We have a couple of F250s at the dealership and if I am following you what you are saying is running along at 55 and you punch it and the turbo does not kick in quick enough. My take is the thing is just not doing and thing at 1600 rpm or seems like no boost so it does take time to kick in. If one can believe the dash indicator when we hit a hill loaded full throttle the boost only goes to about mid gauge, I would like to see a little more. We have an earlier (like 06) with a 6 O that has had the bulletproff treatment. 286,000 miles and it probably will hold feet with either the 16 or 18 6.7s . All the government emissions stuff did not help those engines performance for sure.

Adjusting the aneroid valve on the pump should help the turbo lag...did on my Cummins.

Dave--is this the real reason you chipped it???---Tee

Adding a chip to a diesel for better performance is easy.
You are just turning up the fuel to air ratio.

Adding a chip for better fuel economy is a different story.
You need to consider.
Manufactures spend millions of dollars trying to improve fuel mileage to keep up with CAFE laws.
If something as simple as changing the engine parameters (what a chip does) would SAFELY improve fuel mileage don't you think the manufacture would have included this upgrade to the stock engine.

I have worked in engine testing for 23 years and the reason the parameters are set where they are from the factory is for emissions and to reduce warranty on both the engine and vehicles that are installed in . The sad thing is engines built for the government are exempt from the epa standards.

There's more to it than that. Chips in newer trucks also adjust:
-Injection timing
-Rail pressure
-Injection cycles
-Wastegate management
-Egt derating values
-DEF use
-Mapping limits that protect the catalyst (temps or pollutant levels)

They increase NOx production to gain economy. The power increase aspect leads to extra soot production and higher cylinder temps/pressures that can lead to reduced engine life.

The tuners also might abandon some of the tuning in the common rail models to have fancy lead in injection curves to make the engines quieter. I can't imagine what they gain doing that other than simpler to program.

Years ago, I went to a factory training school on emissions. This was when the whole emission thing was still quite new and most engines had little if any emission control devices. It was explained how the engineers arrived at certain methods of controlling emissions as well as how most emissions were formed. I learned a great deal about emissions in that class.

One lesson that has stayed with me ever since is that everything that is done to reduce emissions is a compromise between three major parameters:
1) emission levels.
2) fuel economy.
3) performance.

Emission requirements have to be in compliance with current regulations. That is not negotiable. The methods used to obtain those objectives can be manipulated.

Fuel economy is also important. Some methods of controlling emissions are not good for economy. Enter the compromise.

Performance is also important. whether it is acceleration rates or load carrying ability, that is what sells vehicles. Again, enter the compromise.

Engineers at every manufacturer are constantly working on ways to comply with regulations while not making the engine too sluggish or thirsty. They have hundreds of millions of dollars of research and development costs involved in bringing your engine to market. And, here you are putting your trust in some aftermarket outfit that might have tens of thousands of dollars in research and development costs to defeat the engineering in your engine. Really?

I can pretty much guarantee that your engine is now in violation of federal emission regulations. Aftermarket outfits are not playing be the rules as are the major manufacturers.

A C15 cat is a 15 liter inline 6-cylinder diesel built for class 8 road tractors. Many big tractor trailers use them.