I am asking this for my brother he has a 95 6.5 diesel. We are wondering what all you need and nothing more to be safe when useing a 80 horse chip like the one that they sell on ssdieselsupply.com. He would like to have the chip but doesn't have a bunch of extra money to spend. We figured you probably need a 4 inch exhaust and boost and pyro guages or is the exhaust not necessary. I don't know much about the 6.5 and figured I would ask the pros. Thanks

Jump up to the Faqs section at top of this section above, I listed how to build power step by step, Exhaust is 1st mods everything else is is diminished without it. What kind of power is he after, 80hp is a pretty bold claim I've yet to see a chip that delivers that much myself, if wanting modest gains exhaust, gages and boost fooler may be all he needs.

80hp is a pretty bold claimThats what I thought when I saw it but if it is any where close to that I thought it was pretty impressive.

If you saw in the Suncoast dyno day results we had in Milton Fl in the Events and rallies forum I managed about 197 HP at wheel with all bells and whistles I have, I find it difficult to believe 80 hp from chip only and no other mods.

I just read that site in question (carefully omitted to not offend sponsoring vendors) ;) and it even says right on the page for the 80 hp chip the 4" exhaust is required. It also states you need EGT and boost gauges. Any chip/reflash is relying on you to become the engine's safety features that are bypassed or diminished by doing performance upgrades.

80 hp out of a chip and exhaust is not possible. Don't care who is doing the offering.

I put my scanner on fuel delivery this morning, not really floooring it due to a slipping tranny, but WOT it showed 55.9mm3 per stroke. I'd like to put that chip in and see if it gave 80mm3 or what.

I get 79 mm^3 demanded out of mine. It takes a lot more than a chip to make 80 hp improvement over stock...

I get 83mm3 outta mine, 20psi Boost.........

Since vendors are all kicking these power figures out as being approachable, they must be figgerin' the programmed fuel dump vs required mass air flow for btu\hp numbers.

Which would also mean 18:1 pistons\rework, charge-air cooler, and up-scaled turbo to reliably put that power to the ground.

Or 40deg ambient temps with long periods of cool-down between dyno runs.

IMO

Exactly as RJ put it...

I've been bidding on IC's in the $25 dollar range and I just bid on a T408 borg warner, hardly used for $100, capable of suppling enough air for 500 hp.
I've got a dozen bids out, I'm sure to acquire something I liked.

I get 83mm3 outta mine, 20psi Boost.........
I thought you were recommending against that much boost pressure on stock compression?

I'm sure jd just pushed it that far a couple of times to test the parameters but would never work it that hard on the regular.

My ole bud draft horse is not a hot rod, rj, and I do not drive it as such.

HOWEVER (and that's a mighty big however!) - I occasionaly cannot resist nailing it from 30mph to 60mph to see what it is capable of, watching that speedo needle sweep around like a tach needle, puff of black smoke till the turbo spools up, 17psi Boost (20psi pre c-a cooler), 83mm3 fuel rate, light haze blowin' out that 3.5" stainless pipe, OH YEAH ! ! !

Makes me yearn for big aluminum wheels, dual stainless stacks, and a Red Sovine cd blarin' out tunes about 18 wheels, black smoke, long roads, and a good woman waitin' back home!

DIESELS RULE ! ! ! ! :ro)

T400 in third, aux in overdrive, no downshifting, it drives like a manual trans truck, just a steadily increasing pull as power develops.

But, yeah - steady hi Boost when workin' it, as in hauling\towing, can be the killer.

IMO

Has nobody tried this chip yet? If you have let us know how it works.

Some member's on http://gm-diesel.com have it. Most here have heath's chip.

Speaking of Mr. Heath's chip, and you may want to look at that one bigblackdmax, do the fellows here who have one like it? I am considering one in the near future but am wondering if the power gains are just hype. Is there a difference in driveability, mileage, overall power? And just one other thing, what does that 4-digit letter code tell them about the stock programming anyway? Thanks.

Doesn't tell them anything about stock programming - tells them which truck\options you have, so you don't get a K3500 manual transmission\4wd program for your C1500 4L80E\2wd truck, or vise versa.

And, I do like my vice versa, woo hoo....oops....sorry.....wrong forum!;)

Exactly as Billy put it.

Speaking of Mr. Heath's chip, and you may want to look at that one bigblackdmax, do the fellows here who have one like it? I am considering one in the near future but am wondering if the power gains are just hype. Is there a difference in driveability, mileage, overall power? And just one other thing, what does that 4-digit letter code tell them about the stock programming anyway? Thanks.
I've run Heath's chip and Kennedy's chip. Both make significantly more power than stock. Kennedy's makes more than Heath's, at least in my application. I will say that the specific power claim on Heath's site is not realistic, based on the test in my truck.

If this is the same chip posted on a auction site ( sounds like GDay.com)
Then its the one i have also.I have not put it on a dyno but i can tell you there is a HUGE difference in pulling as well as throttle response.I am very happy with this chip.i have guages,exhaust.I can put the stock chip back in a tell a difference between the two easily...http://www.dieselplace.com/forum/images/smilies/grd.gif

I've run Heath's chip and Kennedy's chip. Both make significantly more power than stock. Kennedy's makes more than Heath's, at least in my application. Is this just chip vs. chip? With what mods............all in your signature? Were you using the turbomaster with the Heath chip? Did you dyno, or just seat of the pants?

I will say that the specific power claim on Heath's site is not realistic, based on the test in my truck. Did you dyno.........or some other form of scientific test? Can you post results?

Can you tell I'm in the market for a chip?:confuzeld

Thanks!

If you do a search on RJ's posts he put his dyno runs up about 6 months back.

OK, thanks...........I've done some searches on this page and others about chips.........somehow missed that one. I'll go back under his posts like you suggested...............hadn't done that yet for some reason.

Heath Diesel sold a Max-E-Tork low-performance chip for towing improvement only - it was a very mild upgrade, working with his adjustable turbo controller to give SAFE increased towing power at 10-12psi Boost, without a charge-air cooler

His towing chip offered somewhat more improvement when used in conjunction with his WMI system.

Hot-rodders were disapointed with "towing only" performance for the same price as other 'maxed-out' chips, but his chip did give reliable, non-damaging towing upgrade, with 4L80E shift improvement incorporated.

His last two Max-E-Tork upgrades, available within the last two years, were re-programmed to meet market-demand for absolute max power, giving ~83mm3 fuel rate with altered timing and Boost curves in the latest, termed Max-E-Tork V-2.

Has further-enhanced 4L80E shifting, and specifically requires charge-air cooling, larger exhaust, coolant upgrades, etc, to take advantage of the power capabilities.

'Tain't yer dad's Max-E-Tork towing chip, no more, folks.............

Turbine Doc's K1500 truck, with that Max-E-Tork, will pull the plaque right off yer teeth, from 0 to 100mph......

Check it all out - Turbine Doc's and ronniejoe's - in FAQ's

A really fair comparo would be the V-2 against JK's latest, as they have strikingly similar characteristics.

OK, I found a post (by ronniejoe) with dyno info on Kennedy chip/boost controller, but nothing with Heath's or comparison between them. Am I just missing it?

Also, I had forgotten that Heath had changed his chip. Was ronniejoe's comparison w/Kennedy's to the old, or new Heath chip?

Thanks!

Thanks for the detailed info gmctd. I really appreciate it and it sounds encouraging. I'll keep my eyes and ears open but i'm leaning towards Heath's chip.

The quest for more power continues..... ):h

TD and rj both have chips so fuel output should be ~83mm3 but there not making much more than 200 hp. I still don't understand how the 4911 can be said to deliver 300 hp in fuel and the ds-4 can't when the fuel volume per stroke is not much diffefent.

Put an engine on an engine dyno, run it up, and it may give 300 crankshaft horsepower.

Put that same engine in a truck, put the truck on a chassis dyno, run it up, and it may show only 200hp, due to driveline losses, including tire-to-roller hookup - how sticky the rubber is.

Ya gots to pay attention to the numbers - rear wheel hp on the chassis dyno can be factored back to give approx crankshaft hp.

Crank hp is difficult to factor to rwhp because too many unknowns - vehicle, exhaust system, trans\transfer case, r&p diameter and ratio, axle bearing diameter, brake contact losses\drum diameter, tire rubber consistency.

Even the dyno operator can cause bad numbers.

Got that rite 150 Hp was last years dyno, but that was before the reflash PCM that bumped me up to 197 on this years run on a different dyno and time of year Hot October Day 85F vs cool Feb Day 50F makes a difference also.

With air across my IC and full TCC lock up and maybe tires pumped up to 60 psi vs 35 I think I would have easily broken 200 Hp.

I have some more things to do but it involves going into the block. Dyno is one thing, working it is the real test, I can pull a GN trailer loaded to about 18K 75 mph flat rolling if I want to (which is about 24K total truck & trailer), gets scarry going that fast that much rolling load, so I don't do it much unless I'm wanting to impress a Cummins, Stroke, or Max driver, passing them with a K1500 dragging a backhoe on a GN (a real sleeper even OTR guys hit me up on the CB what's in that , A Hemi? nope just a 6.5:D ).

I can cruise all day at 65 without batting an eye, slow to about 50 on a long grade 3-5 deg for want of more fuel plenty of rpm & EGT margin left just no fuel making me go any more. I've not run latest JK offering reflash ran and earlier version was better than stock evidently JK has done some updating, my 1st go with Bill Heath's was the same after some tuning to what is current MaxE reflash I am quite satisfied with it now, can make a believer out of non believers that the 6.5 really is "The little engine that can"

Is this just chip vs. chip? With what mods............all in your signature? Were you using the turbomaster with the Heath chip? Did you dyno, or just seat of the pants?

Did you dyno.........or some other form of scientific test? Can you post results?

Can you tell I'm in the market for a chip?:confuzeld

Thanks!I posted this in another thread:

Based on my dyno testing, I'd say that I'm above 250 hp at the crank. Stock rating for my engine was 190 hp, 385 lb-ft. I don't have any rear wheel horsepower numbers for mine stock, but I do have numbers for a 97. I'm not sure when the power was bumped to 195 hp and 430 lb-ft, but I think it was after 97.

A stock 97 with no muffler and hollow cat made 138 hp and 326 lb-ft. That's a delta of 52 hp and 59 lb-ft loss from published ratings. Take that delta and apply it to my dyno numbers of 223 hp and 428 lb-ft... you get 275 hp and 487 lb-ft at the crank. Due to a glitch with the data filter setting on the dyno, I only had data points recorded every 250 rpm instead of every 50 rpm. Doing some numerical analysis on the data, I project that my peak torque was probably 435 lb-ft at 2350 rpm. Using the same delta, that would equate to 494 lb-ft at the crank. If anything, drive line losses increase with increased loading due to higher friction losses among other things.

I beleive that the higher boost that I was running improved the volumetric efficiency of the engine and recovered some lost hp due to pumping.The Heath chip that I am referring to is a 2.0 that was purchased recently for me to test. I have not had it on the dyno yet, but will in a few months. I ran all my current modifications and simply swapped chips. Kennedy's made better power during some towing tests that I ran. I should also add that my egt readings were much higher with the Heath chip as compared to the Kennedy chip.

I did not use a turbomaster, but will set one up in the future to have everything as recommended. However, it will make little difference since the chip limited boost to what is being recommended for the TM setting... From what TurbineDoc has posted, I don't think the TM can provide boost levels similar to what I run with the Kennedy chip. Fuel delivery (according to the PCM) was about 78 mm^3 for both chips. That may be influenced by my BARO sensor boost control. I will experiment to sort that out later.

I have verified, repeatable dyno data for my setup. I know what I am making compared to stock. I compared the Heath chip to this configuration and found it lacking. Again, it is significantly better than stock, but not as good as Kennedy's. I want all the bang I can get, so JK gets the nod.

That's my story, and I'm stickin' to it. (to quote one near and dear to our hearts.;) )

Anyone near me thats running a Heath or Kennedy reflash, i'd be happy to exchange PCMs for a day or two for comparison?

anybody got an old reflash they would want to sell?

Last dyno was no boost fooling either a TM or JK's, I straight plumbed vac directly pump to WG maybe the TM would have done better.

I posted this in another thread:

From what TurbineDoc has posted, I don't think the TM can provide boost levels

:D
Since I did bring up fairness in comparo's -

I drive my truck, and have ridden in Turbine Doc's truck, both with HD upgrades - chip in mine, reflash in Tim's - but have not indeed ridden in a JK upgrade truck.

I am impressed with the tremendous improvement over stock, easily notable by the ole 'buns-dyno', with the HD upgrade.

My truck has open intake, GM-8 turbo, charge-air cooler, 3.5" exhaust, '97 coolant upgrades, timing gears, 5521 Inj Pump with 5deg adv timing, all of which is also tremendous improvement over stock, even tho running oem injectors and oem compression ratio.

Tim's upgrades are in his sig, also at oem compression ratio.

So, a fairness comparo must wait till a later juncture, whereby JK'S upgrade could also be 'buns dyno' tested, along with something a little more scientific than plaque-removal to back up the testing.;)

anybody got an old reflash they would want to sell?
Bill swapped us out of the old ones when he sold us the upgrades for a few bucks.