H&S BlackMaxx in 2008 Duramaxx

[Sno Hawk]

Looking at putting the H&S tuner into my 08 GMC pickup with MBRP exhaust.

Wondering if anyones heard anything bad or had any bad experiences with this product..

your input would be really helpful..

Thanks!

 

[trickedout700]

100% best best chip for deleting dpf. Got one in my Ford and it is easy to install and easy on pickup. Call me at 406-899-2838 I have a new one sitting at the shop and a exhaust kit. I am a huge fan of flo pro because of their service.

 

[robertyoke]

I have the mini-max on my '10 dodge cool product! Some of the best customer support from h &s

 

[vdog0531]

i have heard good things about h&s but i have seen first hand experience of efi live tuning for the dmax... pretty awesome. If you get the edge insight ct or cts for monitory then you can also store different efi live custom tunes on it. i dont think you can go wrong with the h&s but as with any diesel tuning... custom tuning>generic tunes. just my two pennies. either way, you get rid of the emis crap in the exhaust and get a tuner on there, it will get a whole different beast!

 

[line8]

I have the mini max in my 08 F250. It is very nice. Not 1 complaint from me, from install to function.

 

[jsledder]

I've had H&S tuners on my last 2 Dodge's, very impressed and the support is awesome. They are always improving on things and downloading new tunes is easy and FREE. The trans software is a huge improvement also, at least for the Dodge.

 

[ski-doo25]

What about the trans tuning for the duramax? I've heard good and bad just looking for opinions.

 

[Burn Down]

What about the trans tuning for the duramax? I've heard good and bad just looking for opinions.

Transmission tuning will probably only be helpful in drag racing. Normal driving you will not see much improvement except when at WOT. Also severe damage can be done to the transmission if the tuner is not experienced with trans. tunes.

 

[robertyoke]

Transmission tuning will probably only be helpful in drag racing. Normal driving you will not see much improvement except when at WOT. Also severe damage can be done to the transmission if the tuner is not experienced with trans. tunes.

so not true

the tuners on diesels increase the torque so much with very little throttle input the trans tuning helps up the line pressure sooner to keep the clutches from slipping with the incresed torque output.
the d/a combo is really good from the factory as far as shift points, when to up shift and down shift, adding a tuner upsets that balance and trans tuning brings it back. the dodge's 68rfe tuning was a bit lacking from the get go, up shifting too soon and having a long delay in downshift, H&S trans tuning is much better then stock even at stock power levels. Havent had much time in the new ford other then a couple test drives, that trans while some say is a beast, is a total slush box imo. it shifts way too soft for my liking it could really be helped by some tuning.

 

[turboless terry]

Got one on my 08. First one First tuner I had that ever increased mileage a bunch. I am a little disgruntled about how hot it runs. Stomp on it with out pulling anything and it gets too hot. Pulling a trailer, you have to have it in manual and really watch egt's. Strong headwind, it heats up right now. Pull a hill, no trailer and in 6th, it will go over 1300 3/4 up the hill. Doesn't seem like you can use any of the power. Makes a little difference between mild and wild but not that much. Seems like it needs more fuel added. I was told to run it between 1250 & 1275. I am not completely satisfied because of this but it might be easy to remedy. A little more expensive then burning down your sled.

 

[robertyoke]

1300 isnt hot

take a dpf equiped truck (stock) and put a egt gauge on it, it will hit 1600 deg or more
even long pulls at 1450~1500 wont even make me blink on my 6.7, was a bit nerve racking on my 5.9's when they would crest 1400 for long pulls.

 

[turboless terry]

Good to know. I was just told it will run all day at 1250-1275. Duramax is a little expensive to fix.

 

[Burn Down]

so not true

the tuners on diesels increase the torque so much with very little throttle input the trans tuning helps up the line pressure sooner to keep the clutches from slipping with the incresed torque output.
the d/a combo is really good from the factory as far as shift points, when to up shift and down shift, adding a tuner upsets that balance and trans tuning brings it back. the dodge's 68rfe tuning was a bit lacking from the get go, up shifting too soon and having a long delay in downshift, H&S trans tuning is much better then stock even at stock power levels. Havent had much time in the new ford other then a couple test drives, that trans while some say is a beast, is a total slush box imo. it shifts way too soft for my liking it could really be helped by some tuning.

Well Mr. dodge guy before you go spouting off about something you don't understand... This isn't a 68rfe, it is a Allison. You can't just up the line pressure on the Allison with tuning. The Allison has a feature called adaptive shift or learning if you will. That means it picks up on your driving habits. Run the guts out of it, and it will learn to shift faster and harder, baby it and it shifts slower & softer. THIS CAN NOT BE TURNED OFF....

To hold higher than factory line pressure (at all times) in the Allison it must be done mechanically with a Shift Kit (Trans go, Ats Co-pilot, PPE, etc). When you tune the engine you need to give the Allison time to relearn the new power levels. This is why I am not a fan of the multiple power level, switch on the fly tuners. Most people run around in level one or two making about 25-50 Hp more than stock, then some guy pulls up next to them at the light and wants to run, you reach over and flip the switch to level 5 or 6 125-150 Hp more. Now the Allison doesn't have time to learn the new power being asked of it, causing the trans. to tie up the shifts, and slip the clutches because line pressure is lower (thanks to the adaptive shift/learn)

The reason I said you need a experienced tuner adjusting on the ALLISON is because it works very well in stock and modified form as long as it is given time to learn the tunes or you have access to a Tech 2 to put it in fast learn. The drag guys have had some gains in racing from messing with the Allison but if you are not careful you will fry the transmission.

 

[Burn Down]

Got one on my 08. First one First tuner I had that ever increased mileage a bunch. I am a little disgruntled about how hot it runs. Stomp on it with out pulling anything and it gets too hot. Pulling a trailer, you have to have it in manual and really watch egt's. Strong headwind, it heats up right now. Pull a hill, no trailer and in 6th, it will go over 1300 3/4 up the hill. Doesn't seem like you can use any of the power. Makes a little difference between mild and wild but not that much. Seems like it needs more fuel added. I was told to run it between 1250 & 1275. I am not completely satisfied because of this but it might be easy to remedy. A little more expensive then burning down your sled.

1250-1275 is about as warm as you want to run for extended periods or pulling. Racing I have had my truck up to 1650* (stock turbo) in the qtr mile. Some guys i know go to 2000*. I run twin turbos now and the hottest I have gotten my truck to is 1250* with the same tune (about 550hp to the tires).

Rpms help control egts because when you drop a gear and pick up rpms the load against the engine lessens allowing the ecm to pull some fuel out and still maintain your desired speed, as the load comes back onto the engine the ecm has to up the fuel causing the egts to rise. Remember a diesel works opposite of a gas engine. As you add fuel on gas the egts will cool add more air they raise, add fuel on a diesel with the same air and the egts raise add more air and they drop.

So if you want to use some of the power and still control the egts add some more air & get the air out better. This can be done with a better tuning, turbo or turbo's, better intercooler, water injection, larger exhaust, better manifolds & up-pipes, etc. etc.

 

[robertyoke]

Well Mr. dodge guy before you go spouting off about something you don't understand... This isn't a 68rfe, it is a Allison. You can't just up the line pressure on the Allison with tuning. The Allison has a feature called adaptive shift or learning if you will. That means it picks up on your driving habits. Run the guts out of it, and it will learn to shift faster and harder, baby it and it shifts slower & softer. THIS CAN NOT BE TURNED OFF....

To hold higher than factory line pressure (at all times) in the Allison it must be done mechanically with a Shift Kit (Trans go, Ats Co-pilot, PPE, etc). When you tune the engine you need to give the Allison time to relearn the new power levels. This is why I am not a fan of the multiple power level, switch on the fly tuners. Most people run around in level one or two making about 25-50 Hp more than stock, then some guy pulls up next to them at the light and wants to run, you reach over and flip the switch to level 5 or 6 125-150 Hp more. Now the Allison doesn't have time to learn the new power being asked of it, causing the trans. to tie up the shifts, and slip the clutches because line pressure is lower (thanks to the adaptive shift/learn)

The reason I said you need a experienced tuner adjusting on the ALLISON is because it works very well in stock and modified form as long as it is given time to learn the tunes or you have access to a Tech 2 to put it in fast learn. The drag guys have had some gains in racing from messing with the Allison but if you are not careful you will fry the transmission.

easy there chevy guy.....
so which is it? ats co-pilot is an external electronic control unit and trans-go is internal valvebody modification. PPE i thought only had complete kits/transmission to go with there ecu tunes???
Technically you cant raise the line pressure above the max that pump can supply without internal mods, whether its the lct1000, 68rfe you can change how fast it comes up. my understanding is that the early a1000's had low oil pressure in overdrive, around 90 psi and this could be upped without internal mods. that is what it say here on ats page about the co-pilot
http://www.atsdiesel.com/PDF/120505/GM 5Speed Copilot INST v4.1.pdf

 

[smoking_powerstroke]

1300 isnt hot

take a dpf equiped truck (stock) and put a egt gauge on it, it will hit 1600 deg or more
even long pulls at 1450~1500 wont even make me blink on my 6.7, was a bit nerve racking on my 5.9's when they would crest 1400 for long pulls.

You are correct about a dpf hitting 1600 BUT that is from the extra injector in the exhaust igniting fuel IN THE EXHAUST not the engine. On a duramax or any other diesel I would NOT run over 1250 for extended periods unless you like rebuilding. I have seen WELL over 1500 degrees but not for extended periods.

 

[Burn Down]

easy there chevy guy.....
so which is it? ats co-pilot is an external electronic control unit and trans-go is internal valvebody modification. PPE i thought only had complete kits/transmission to go with there ecu tunes???
Technically you cant raise the line pressure above the max that pump can supply without internal mods, whether its the lct1000, 68rfe you can change how fast it comes up. my understanding is that the early a1000's had low oil pressure in overdrive, around 90 psi and this could be upped without internal mods. that is what it say here on ats page about the co-pilot
http://www.atsdiesel.com/PDF/120505/GM 5Speed Copilot INST v4.1.pdf

Easy eh? You called me out. What does any of the above have to do with tuning the transmission? I simply stated you need to be careful tuning a Allison, as it is easy to mess up and smoke the transmission. Also that you will not see much for gains unless drag racing with a tuned Allison tcm. The biggest gains are going to be from mods to the valve body, be it a shift kit or co-pilot, etc.

 

[trickedout700]

Ya this wasn't with a black maxx but with a similar chip. A buddy did something wild with it and tore through a Allison in a 05 d Max. Everything is breakable I guess. Even better another buddy of mine burned down a 08 lmm d Max, but 40 mph burnouts probably has nothing to do with it right.

 

[robertyoke]

You are correct about a dpf hitting 1600 BUT that is from the extra injector in the exhaust igniting fuel IN THE EXHAUST not the engine. On a duramax or any other diesel I would NOT run over 1250 for extended periods unless you like rebuilding. I have seen WELL over 1500 degrees but not for extended periods.

I dont know where you mounted your egt probe but the last d-max i did i mounted in in the manifold, well above the 9th injector. the vvt turbo still closes down the veins during regen to restrict air flow and increase egt's to get the extra fuel to ignite in the dpf
it kinda depends on what extended periods were talking about..

gm has this to say about d-max egt's
quote: The Duramax 6.6L in GM pickups (the Kodiak/Top Kick and G-Van use a different rating) has a limit of 1,365 continuous, with 1,435 allowed for transients of five minutes or less.

Ive ridden in trucks pulling straight creek pass and vail pass with egt's over 1600 and i have yet to see one go boom. that more then 5 min when loaded to 20k or more.

here is one i googled for ya for the OP go on the fourms and see for yourself some guys are pushing this motor to 1800 degrees not having issues, I dont recommend that tho.

http://www.duramaxdiesels.com/forum/archive/index.php/t-13011.html

 

[polarisfornow]

just a little food for thought... aluminum melts at around 1250. which i believe that most impellers on turbos are made of aluminum. so any temps above that will weaken the turbo on a metallurgic level. short pulls above that i would never worry about it. my buddies 06 dmax runs at 1400-1500 all the time with a bully dog tuner on it. and every time you step out of the truck it smells like a smelting plant outside.