Jump to content

Edge Evolution tuner for 4.8/5.3/6.0 NNBS trucks

schlegle1

By schlegle1
in Classifieds (Buy/Sell/Trade)

Recommended Posts

schlegle1 Senior Enthusiast

schlegle1

Posted
Posted

I have a Edge Evolution tuner for sale, i bought it about a year back ive decided to go a different way with my truck and am downsizing a few things, therefore i put my truck back to stock. I used the tuner mainly for the MPG's (it jumped my truck up anywhere from 3-4 extra MPG's) which was really helpful since i travel allot. It comes with all manuals, chords, and even the dash pod for it so it looks like it was there from factory. Im looking to get $250 shipped for it.

 

PM me for any details or questions

 

 

here's a little info about the tuner from their site:

KEY FEATURES:

• Up to 40 HP and 38 ft. lbs. of torque

• Installs in minutes with no tools needed

• Includes a custom pod that makes the unit look factory installed

• Choose from four different power levels and display a host of vehicle parameters

• Internet updatable

• Adjustable color screen

 

PIDs:

• ECT (Engine Coolant Temp)

• TFT (Trans Fluid Temp)

• MPH

• RPM

• EOT (Engine Oil Temp)

• IAT (Intake Air Temp)

• SPARK (Spark Advance)

• MAF (Mass Air Flow)

• BARO (Barometric Pressure)

• MAP (Manifold Absolute Pressure)

• AAT (Ambient Air Temp)

• BATT (Battery Voltage)

• DIDL (Desired Idle)

• APP (Applied Pedal Position)

• EOP (Engine Oil Pressure)

• AFC (Air Flow Calculated)

• FUEL (Fuel Tank Remaining)

• LOOP (Loop Status)

• POWER (Power Enrichment)

• GEAR (Current Gear)

• AFP (Alcohol Fuel Percentage)

• DCYL (Deactivated Cylinders)

• DCD (Distance Cylinders Deactivated)

• DCA (Distance Cylinders Activated)

 

RECORDS:

• 0-60

• ¼ mile

• ECT

• RPM

• MPH

• SPARK

• AFP

• EOT

• EOP

• DCA

• DCD

• TFT

 

ALERTS:

• ECT

• MPH

• RPM

• IAT

• SPARK

• AFP

• TFT

• EOT

• FUEL

 

post-104844-0-14390100-1360712345_thumb.jpg

post-104844-0-14390100-1360712345_thumb.jpg

post-104844-0-14390100-1360712345_thumb.jpg

post-104844-0-14390100-1360712345_thumb.jpg

Archived

This topic is now archived and is closed to further replies.

Go to topic listing

  • Latest Articles

  • Posts

    • No F-bdy Bs
      Brand new to this forum. Questions about re-gearing my 26’ HD

      By No F-bdy Bs · Posted

      Diesel or gas?  The 37s will obviously, drastically reduce mpg, but the gasser will take a bigger hit to mpg, and power.  Rough guess, but I'd estimate a wmpg hit on the diesel, and up to 4on the gasser.    I wouldn't sweat a gear change on a duramax at all, and unlikely on the gasser either. You're obviously not concerned with acceleration or towing, and the 10spd will find itself in the right gear without much hunting, if any.    If towing, mpg and acceleration are a concern, you're doing the wrong mods.  Either leave it alone, or do the lift/tires and let the chips fall where they may. 
    • Grumpy Bear
      OCI, not when but why?

      By Grumpy Bear · Posted

      I understand. It is disturbing to think a manufacture asks so much and gives so little in engineering support. This is not a GM issues, this is a greed issue and one the ALL practice.    My intent was not to remove the wind from anyone's sail but rather to point out the areas deficient so that they can be discussed with improvements the goal. But to do that you have to know the truth and what that truth is.    The commercial interest are honed in on a few select issues in which they control all the variables and are not forthcoming in the least with their customers about the details. Failure is the only thing that drives these people to improvement. One way not to fail it to manage public "expectations". The set a bar they can clear and put their thumbs under the suspenders with chest puffed.... Only the internal data tells the story fully. As we don't have access to that for decades then we have to generate it ourselves. UOA's with data that matters.  
    • Chuck FB
      OCI, not when but why?

      By Chuck FB · Posted

      I had skimmed through that article when you posted the link and honestly I felt rather defeated in a sense and realized that all these years in changing oil that in fact putting in what I was told was a good quality oil was probably not filtered as well as it should be although the filter put on the engine would be what ( as long as it never went into bypass mode ) would be the final filtering of the new oil that the engine components would first see, but then the filtering media itself is not up to par to what is ideal because a full flow filter would be too restrictive to filter fine enough for the engines best outcome in the long run. Only one of our tractors over the years which was a Versatile with a 855 Cummins had a separate bypass filter, some engine manufacturers did spec a partial bypass system within the main oil filter but I don't believe any other trucks or equipment I was servicing used such a filter. No doubt a product like the Amsoil bypass system is of benefit as long as nothing goes sideways with the extra plumbing and filter such as a rupture/leak that could cause the oil to pump out of the engine ( yes that Versatile had a remote canister with hoses routed to it as well ). With the idiot egr system on a diesel and as a result forcing a lot more soot into the oil, that certainly isn't helping the diesel engines cause or as you pointed out the GDI engine issue with creating more soot and aside from having a fancy secondary filtering system, changing the oil more often helping lower the total soot load.     So oil manufacturing and the end product is not something one can control and I wonder if there are specs on what various oil packaging companies produce in particle count or size. As to the filtering, if the OEM is not designing a filter size and spec that is really what it could be, they too are short changing the end user and so what is the answer. Of course as you say the oil side can only do so much if the air side isn't keeping up its end of the picture and air filters are only so efficient and if in a dusty environment such as farm or construction or driving gravel roads there is a lot of dirt to filter out and some of that ends up into the air stream.    Of course the irony in places like where I am where they dump the salt on the highways but also will mix in some calcium or outright pure calcium for problem road area's, or using calcium as dust control on gravel roads, the vehicle that gets used in that environment may rust out before a properly engineered engine and maintenance finally wears out so one has to face that reality in the rust belt. 
    • GAMark
      Road Master Active Suspension

      By GAMark · Posted

      Has anyone run these on their 2500?
    • Erfar
      Oil Change

      By Erfar · Posted

      have you stuck with dealer oil changes since then? I made the same switch after getting tired of crawling around under the truck, but I’ve found some dealers are way better than others about getting you in quickly. Curious if yours has been good about scheduling or if you’ve had to look elsewhere for quicker turnaround.

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...