Are there any programmers out there that can be programmed back to OEM stock without sending them in? The next LLY step would now seem to be the killer stack, but with the advent of the milti-step extended warranty and the newness of the LLY, I'm assuming everyone will at least try to keep their warranty standing in affect (for all the good it does). I haven't seen a sig updated from Juice/ Attitude to a stack on the LLY yet, but I bet they're out there. A programmer with the J/A would seem better than dual boxes, with the tire correction factor, RPM and speed unlocker, bunches of cool buttons to play with, etc. Could be wrong tho. I'm still learning these motors... Sure could use a used or hammered VVT turbo to tear apart to get this boost thing down. Air supply hasn't really been too difficult in the past, tho they're working on trying to make it impossible, it would seem. I have noticed since the gauge install that the VVT seems to be more like a glorified wastegate. The boost can peek at 25+ for a split second, then drops right back to 20/ 22 above 2000r's... (Looks like about three different posts in this thread already. Sorry 'bout that guys. I'll quit now http://www.dieselplace.com/forum/smileys/Wacko.gif)...T

Not so in this case, boost is regulated by the ECM which can put the nozzle blades into a position to limit absolute boost.


IE a stock LB7 turbo can boost to 26lbs pressure post cac with a juice module and 18lbs stock, that is a function of the wastegate doing its job.


BUT with the new 32 bit computer controlling the encoder motor that supplies hydraulic action to the turbocharger (elect over hyd) if GM programmed an absolute limit of boost to say...20 lbs, the computer can trim the VNT blades to neutral pitch as to limit absolute boost to whatever value GM programmed into it....so unless an electronics guru can fix that, you are stuck, because the nozzles also function as a wastegate.

I here ya, Juice. That's actually what I meant by glorified wastegate. It seemed to shut off max boost at the top, as apposed to adding boost down low for a quicker spool (which was the original intent of VVT's in the past), then opening up the turbine housing to achieve max sustainable wheel speed up top without super-heat. In the end it will give everyone different max boost, depending on build, but it's just all you get out of that unit. Solid housing windmills always gave about the same numbers to all (ISB 18cm @ 48psi is 500hp ground, etc). Who knows, it may be a huge number. But regardless, Ill guaranty longevity'll suck .Too many moving parts being covered with gobs of ash and particulates. Just doesn't seem to have 200,000 miles written anywhere in the equation, especially "un-stock". I had breifly asked if the Edge (or anyone) was tapping the turbo map in the "PSI Debate", but no one seems to know for sure, or it's a secret. More fuel will equate to higher boost with a box regardless of anything else, but if the ECU just unloads it, it's nothing but a smoke fest. Wastegates are a lot easier to play with. May be call for a retrograde, if there's a way to just block the code. Anyway...T

Where does the ecm get boost signal?


Limit the return signal by electrical/mechanical means.


If the ecm doesn't 'see' the true boost but a % of it, then it will make higher psi.


Don't they do something similar to the boost line on the LB7, blead off a % so the ecm doesn't see max pressure?

Different boxes fool the computer to thinking its only getting a certian amount of boost. The juice does this. This is why the attitude will only read 26# of boost. It reads it from the factory location.


I dont know what a truck with just the juice since I only have the attitude and it limits it to the 26#, I'm pretty sure I'm edging more than that though.

How 'bout just a short PM on a stock programmable unit, or the good stack with the Edge?? I'm easy, just need to get this thing bumped up to comfortable output levels. Thanks ya'll...T