ASAP Emissions Intact tuning

[JTredway]

AMDP and ASAP both make tunes for the HO in no filter and filtered variants. The HP increase is less than advertised for an HO bc it's already running more boost than SO file (which is inline with why Velvet probably got that response from Banks - just not enough meat on the table to make that investment), AMDP covers in a YT video the true differences they are seeing with HO vs SO tuning and the magical turbo isn't much different than an SO turbo other than the water jacket to control heat better (paraphrasing).

Example according to Giovianni (programmer for AMDP) an SO turbo 80hp file is loaded on a HO truck it probably only gains 50 hp (just using numbers out the air) but if you dyn'd both trucks they would put down the same power (roughly) at that specific tune selection. Similar to why some of the earlier trucks have a +200hp file and the later models dont (yes there is some slight nuances with the turbos) but the trucks are starting with more hp/tq from increased boost and timing numbers from factory so the headroom for more HP is a lot lower.

A derringer is just essentially a boost fooler playing with factory ability to adjust for altitude just like the JB4 box does for Bimmer guys allowing for adjustments using the factory tables plugging into an OBD2 port just allows it to monitor how those outputs are effecting the engine via other telematics (gross simplification) no different than essentially any other inline tuner available. VW guys in the 1.8t days use to do somethign similar with a 1w zenner diode to blind the map sensor above a certain PSI so you could run more boost and the closed loop system with OxS would adjust fuel accordingly. Instead of spending $0.15 for a diode you spend $500 for some OEM connectors and datalogging/monitoring. Another option similar to the Derringer is the Edge EZX inline module (which unlike Banks) is compatible for the HO trucks (https://www.edgeproducts.com/products/in-line_chips_and_modules/ezx/parts/12713).

 

[Velvet Elvis]

AMDP and ASAP both make tunes for the HO in no filter and filtered variants. The HP increase is less than advertised for an HO bc it's already running more boost than SO file (which is inline with why Velvet probably got that response from Banks - just not enough meat on the table to make that investment), AMDP covers in a YT video the true differences they are seeing with HO vs SO tuning and the magical turbo isn't much different than an SO turbo other than the water jacket to control heat better (paraphrasing).

Example according to Giovianni (programmer for AMDP) an SO turbo 80hp file is loaded on a HO truck it probably only gains 50 hp (just using numbers out the air) but if you dyn'd both trucks they would put down the same power (roughly) at that specific tune selection. Similar to why some of the earlier trucks have a +200hp file and the later models dont (yes there is some slight nuances with the turbos) but the trucks are starting with more hp/tq from increased boost and timing numbers from factory so the headroom for more HP is a lot lower.

A derringer is just essentially a boost fooler playing with factory ability to adjust for altitude just like the JB4 box does for Bimmer guys allowing for adjustments using the factory tables plugging into an OBD2 port just allows it to monitor how those outputs are effecting the engine via other telematics (gross simplification) no different than essentially any other inline tuner available. VW guys in the 1.8t days use to do somethign similar with a 1w zenner diode to blind the map sensor above a certain PSI so you could run more boost and the closed loop system with OxS would adjust fuel accordingly. Instead of spending $0.15 for a diode you spend $500 for some OEM connectors and datalogging/monitoring. Another option similar to the Derringer is the Edge EZX inline module (which unlike Banks) is compatible for the HO trucks (https://www.edgeproducts.com/products/in-line_chips_and_modules/ezx/parts/12713).

View attachment 276478

Lol $1800 and your warranty for 20hp.

Ford left very little in the way of power gains on the table and I'm proud of them for that.

The issue is and always will be heat.

Hence the water jacket and stainless manifold on the HO. Yes, it's the same turbo.

Thanks for stepping in as the voice of reason. I'm not arguing with you. We're saying the same thing.

Maybe i should re phrase my statement....

If Banks says it "isnt worth it". It isn't worth it.

Trans tuning might be in my future but as far as the engine goes, the pedal monster has done everything i wanted and more.

If i do anything more invasive than "foolers" to this truck.. it's gonna be hard parts first. specifcally the nexgen valve body.

Tuning it to start in 2nd is very, VERY enticing

It's the only complaint i have. Taking off quickly, sometimes it really hammers 2nd way too hard. Even with the PM turned off.

Maybe I'll mention it to the dealership first.

 

[Cux211]

Ok n

yes ASAP does that, his 2nd gear start tune will do exactly that, start in 2nd gear in normal driving and in t/h mode it drops to first and wont skip shift (also in T/H the engine brake strategy and downshifting strategy is revised).

Ok not real familiar with them I don’t keep up on what they’re doing with trans tuning and I’ve never had a need to get that specific main focus was always bump the line pressure up and tweak the stock shift strategies and converter lock up

 

[Aoberti152]

Lol $1800 and your warranty for 20hp.

Ford left very little in the way of power gains on the table and I'm proud of them for that.

The issue is and always will be heat.

Hence the water jacket and stainless manifold on the HO. Yes, it's the same turbo.

Thanks for stepping in as the voice of reason. I'm not arguing with you. We're saying the same thing.

Maybe i should re phrase my statement....

If Banks says it "isnt worth it". It isn't worth it.

Trans tuning might be in my future but as far as the engine goes, the pedal monster has done everything i wanted and more.

If i do anything more invasive than "foolers" to this truck.. it's gonna be hard parts first. specifcally the nexgen valve body.

Tuning it to start in 2nd is very, VERY enticing

It's the only complaint i have. Taking off quickly, sometimes it really hammers 2nd way too hard. Even with the PM turned off.

Maybe I'll mention it to the dealership first.

I’m under the impression it’s a lot more than 20hp. Like closer to 100 is my understanding. But that’s why I started this thread….

 

[Cux211]

This is

I’m under the impression it’s a lot more than 20hp. Like closer to 100 is my understanding. But that’s why I started this thread….

This is correct it’s not 20hp he took hypothetical numbers and ran with it to fit his narrative what the other guy was saying is true for example the max effort tune (tune #5) on a standard output engine may be 120-130hp the #5 tune for a HO engine is right around 100hp, I have an email into Chris over at calibrated as we speak to clarify a few things that are conflicting on their site I’ll share when he gets back to me

 

[Aoberti152]

This is

This is correct it’s not 20hp he took hypothetical numbers and ran with it to fit his narrative what the other guy was saying is true for example the max effort tune (tune #5) on a standard output engine may be 120-130hp the #5 tune for a HO engine is right around 100hp, I have an email into Chris over at calibrated as we speak to clarify a few things that are conflicting on their site I’ll share when he gets back to me

Awesome, thanks!

 

[JTredway]

Lol $1800 and your warranty for 20hp.

Ford left very little in the way of power gains on the table and I'm proud of them for that.

The issue is and always will be heat.

Hence the water jacket and stainless manifolds on the HO. Yes, it's the same turbo.

Thanks for stepping in as the voice of reason. I'm not arguing with you. We're saying the same thing.

Maybe i should re phrase my statement....

If Banks says it "isnt worth it". It isn't worth it.

Trans tuning might be in my future but as far as the engine goes, the pedal monster has done everything i wanted and more.

If i do anything more invasive than "foolers" to this truck.. it's gonna be hard parts. specifcally the nexgen valve body

we are making assumptions though and we don't know the longterm plan of the OP. He could be looking at "$1800" now and then has the delete on the table later already in his pocket. He also states, he's looking at tuning regardless.

Also, i think we're downplaying the HP improvements even the one I linked shows a 45hp gain for an inline device, again is it worth it? maybe not for me, maybe not for you, maybe for the OP - not our money not our problem. I personally also like something more application specific vs using the 'foolers' (again i mean no disrespect but that's what they are - they essentially run in the same environment that allows you to still make 500hp at 10k feet vs 0 feet is all i am saying), my same mentality applies to why i dont like our version of the SOTF tuning. But with a single tune you are getting something 100% more tailored to a set of parameters and operating conditions and you the end user needs to be responsible for staying in a certain condition.

Also, jokes on all of us if we assume in line devices are not trackable, you're not completely off the radar with an inline device and many manufacturers are cracking down on them. (BMW against a JB4 device has a specific TSB/engine code surrounding plausible tuning device being use). All the systems data log events, all it takes is the trans to demonstrate a fault, and if it logs something like 1500+ ft-lbs into the trans at time of failure (which it does track a shit ton of metrics at a qualifying data event) you will open yourself up for scrutinty. Can they prove other than some clean/dirt disturbed connectors and an oddly located firewall hole penetration for the obd2 cable connection no, can it make the process be incredibly difficult for you, yes. Then it becomes your small time lawyer vs fords lawyers arguing the MMA and pointing fingers. Tinfoil hat maybe but still plausible.

I don't think any of these tuners (reputable ones listed here and those also not) are going to put out anything that, other than misuse, is going to be damaging. Even Alex (ASAP) has worked with EZL to reenable factory EGT sensor for use and has started using OEM egt protocols to readd that safety metric back into the metric of monitored telematics.

While I'm not a Banks hater (have his dpf back - i like the aesthetics not because it claimed power doubtful it did anything POST dpf via scavaging effects) like @HeavyAssault . This is the same guy who picked a fight with S&B intakes and has a ram air for trans pan and diffs.

Does he have records? Yes
Has he done positive things for the diesel community? Yes
Would I leave everything that he says up to gospel? Probably not.

With that being said @Velvet Elvis I absolutely love my ASAP trans tune and think you would generally be impressed about the improved drivability from it. I personally run his Med Pressure, Med raised shift points, 1-3 no skip file. It will second gear start in deep snow/sand mode, no skip completely in T/H mode (unless wot), and engine braking has been significantly reworked in Auto/On exhaust brake modes.

I’m under the impression it’s a lot more than 20hp. Like closer to 100 is my understanding. But that’s why I started this thread….

This is

This is correct it’s not 20hp he took hypothetical numbers and ran with it to fit his narrative what the other guy was saying is true for example the max effort tune (tune #5) on a standard output engine may be 120-130hp the #5 tune for a HO engine is right around 100hp, I have an email into Chris over at calibrated as we speak to clarify a few things that are conflicting on their site I’ll share when he gets back to me

Correct to you both

Ok n

Ok not real familiar with them I don’t keep up on what they’re doing with trans tuning and I’ve never had a need to get that specific main focus was always bump the line pressure up and tweak the stock shift strategies and converter lock up

THere's a lot more too it now than just throwing a bunch of line pressure at it like the 6.0 powerstroke days and the 5r100/5r110. Lots of them have the ability to use the OEM style dynamic pressure where it stays calm and collective under normal driving and as the throttle tip in gets more agressive and you and demanding more load then the line pressure also ramps up. Our oem trans file already does this. Some tunes, in @Velvet Elvis defense, if they don't know what they are doing, try to combat trans issues by throwing a ton of line pressure at it and calling it good. Again, reputable tuners are key here and long list of reviews and follows. Just look at WP Development for trans, for warranty purposes they claim stock programing or ASAP only for tuning. A lot goes into it now, derates between shifts, clutch timing, line pressures, etc etc etc that gets way over my head really quickly.

 

[ShockGobble]

LEARN TO READ

You thought ASAP was "some no name bull shit"

 

[Velvet Elvis]

I’m under the impression it’s a lot more than 20hp. Like closer to 100 is my understanding. But that’s why I started this thread….

I don't believe there's 100hp left in it.

Sorry to be a dick about it. Seriously.

I wanted the same thing at first, the guy on the phone at Banks said it's not safe inthe HO or they would be doing it already.

Welcome to the forum and to the HO club.
. We're passionate about these trucks here and argue like brothers every chance we can.

Lemme buy you a fake digital beer.

 

[JTredway]

I don't believe there's 100hp left in it.

Sorry to be a dick about it. Seriously.

I wanted the same thing at first, the guy on the phone at Banks said it's not safe inthe HO or they would be doing it already.

Welcome to the forum and to the HO club.
. We're passionate about these trucks here and argue like brothers every chance we can.

Lemme buy you a fake digital beer.

hey wtf i like beer?

 

[Velvet Elvis]

hey wtf i like beer?

A round for the whole house. On me. ..

 

[AZsurveyor]

I trust anything Alex Bui (ASAP) puts his name on. I run their delete tunes and they're incredible. I went between AMDP and ASAP but user feedback was overwhelmingly pushing me to ASAP with many users swapping from AMDP to ASAP.

Alex's customer service is incredible and his tunes are insane. I have run the 60, 90, and 135 in basically all variations (Hiss/LBF+/Rumble) and all are smooth as silk. I settled on the 90HP LBF+ Hiss with the Medium Pressure, Medium Shift Skip trans tune and my truck runs amazing.

There are some good tuners out there, AMDP and ASAP being the top dogs (per forum/FB group consensus and now, my personal anecdote). What sent me down this road was PPEI's tunes for our trucks that were emissions on that promised more power and fewer regens. Started down the rabbit whole and now i have a draft-tube instead of CCV filter, egr fell off as did my stock intake manifolds and intercooler. Luckily, i found parts to replace them and the truck has never run better.

Banks makes awesome shit and i have multiple of their products on each of my rigs, but i don't prescribe to the notion that "if they don't do it, it can't be done". There's a bunch of people that report success with their PPEI & ASAP emissions on tuning on the facebook groups - I'd do some digging there.

Can you elaborate on the draft-tube you speak of here unless you discussed this in another thread and I missed it?

 

[BLACKCHERRY]

Can you elaborate on the draft-tube you speak of here unless you discussed this in another thread and I missed it?

Draft tube is what we call it on the older trucks. My 03 Cummins CCV vents to atmosphere. I bought the SPE CCV reroute with internal catch can, then the extender to dump the crank case ventilation at the bed/cab junction on the driver's side.

The internal catch can catches the moisture in the vaper and drains back into the crank case, then the gases escape through the vent tube. I didn't want it under my door (where the standard kit terminates), but they sell an extension to take it to the back of the truck - it just needs to be "downhill" the whole way to avoid oil building up and blocking it, then building crank-case pressure. I haven't seen a single drop of oil in the 5K I've been deleted - others complain of the smell and oil drip, but i didn't want a catch-can to maintain. So far, so good. That said, it smokes like a coal-train out of that thing when i run it hard.

When i was out shooting in the sierras, it was a cold night in the woods and there was a solid amount of smoke coming from under the truck. I'm just glad it, and the exhaust gasses, are out of my intake track. Truck is no longer breathing its farts.

 

[AZsurveyor]

Draft tube is what we call it on the older trucks. My 03 Cummins CCV vents to atmosphere. I bought the SPE CCV reroute with internal catch can, then the extender to dump the crank case ventilation at the bed/cab junction on the driver's side.

The internal catch can catches the moisture in the vaper and drains back into the crank case, then the gases escape through the vent tube. I didn't want it under my door (where the standard kit terminates), but they sell an extension to take it to the back of the truck - it just needs to be "downhill" the whole way to avoid oil building up and blocking it, then building crank-case pressure. I haven't seen a single drop of oil in the 5K I've been deleted - others complain of the smell and oil drip, but i didn't want a catch-can to maintain. So far, so good. That said, it smokes like a coal-train out of that thing when i run it hard.

When i was out shooting in the sierras, it was a cold night in the woods and there was a solid amount of smoke coming from under the truck. I'm just glad it, and the exhaust gasses, are out of my intake track. Truck is no longer breathing its farts.

More or less, that's how I'm running mine, and as I've mentioned in some posts here, it emits a significant amount of vapor—almost bothersome—though I don't notice any burnt oil smell unless, as you said, you really push it.

 

[The Evil Twin]

Draft tube is what we call it on the older trucks. My 03 Cummins CCV vents to atmosphere. I bought the SPE CCV reroute with internal catch can, then the extender to dump the crank case ventilation at the bed/cab junction on the driver's side.

The internal catch can catches the moisture in the vaper and drains back into the crank case, then the gases escape through the vent tube. I didn't want it under my door (where the standard kit terminates), but they sell an extension to take it to the back of the truck - it just needs to be "downhill" the whole way to avoid oil building up and blocking it, then building crank-case pressure. I haven't seen a single drop of oil in the 5K I've been deleted - others complain of the smell and oil drip, but i didn't want a catch-can to maintain. So far, so good. That said, it smokes like a coal-train out of that thing when i run it hard.

When i was out shooting in the sierras, it was a cold night in the woods and there was a solid amount of smoke coming from under the truck. I'm just glad it, and the exhaust gasses, are out of my intake track. Truck is no longer breathing its farts.

You cannot do this on a 2026+ truck.

 

[BLACKCHERRY]

You cannot do this on a 2026+ truck.

I beg to differ... Well, my buddy with a 2026 would.

 

[The Evil Twin]

I beg to differ... Well, my buddy with a 2026 would.

If you delete, yes. Not if you don’t. I know firsthand.

 

[Tex_Hunter]

I beg to differ... Well, my buddy with a 2026 would.

How’d he get around the sensor in the factory filter box?

 

[BLACKCHERRY]

If you delete, yes. Not if you don’t. I know firsthand.

How’d he get around the sensor in the factory filter box?

He's deleted. My guess is, they kill the sensor as they do with all others that you disconnect in the delete. I didn't help him with his, but I'd assume he has one more dummy plug than the 2025.

 

[ramv]

Dumb question, what’s the sensor in the air box? IAT?