From what I can tell, the ECM limits max pressure to 26600ps. But that's just the ECM commanding the rail pressure solenoid to fully shut.
With my rail pressure gauge I have seen a max of 24000psi with the yeti stage 2 tune.
I see no reason max pressure cannot be 28000psi.

All the tuner boxes do is fool the sensors.
I think the max value from the rail pressure sensor 4.5 volts. The tuner box will drop that to about 4v or whatever. Thus allowing pressure to be higher.

I was wondering if someone with a Powerpuck(WWDiesel?) could measure the resistance across the Fuel Rail pressure terminals(input and output plugs).

If it was beneficial, and reliable, wouldn't GDE have modified this, or Chrysler from the get go? I'd like to hear Keith chime in on this

How would you do this? Would you need a sophisticated scanner tool, or can it be done with the engine off using a digital multimeter?
I have no Android products

How would you do this? Would you need a sophisticated scanner tool, or can it be done with the engine off using a digital multimeter?
I have no Android products

Reliability isnt the point. GDE's tunes are meant to provide OEM like reliability while also bumping power, hence why they do such extensive testing prior to release. Chrysler might have if their aim was to make 400+ ft-lbs from the factory, but they only tuned it for 300 so they didnt need to.

This would be for someone who is looking for more, like dieselguy with his 265 rwhp build. I think he has more turbo than fueling and if he could move more fuel he could make some more power. Eventually I am gunna move to a big turbo and I am trying to put the pieces together now to see what we can do with what we have.

It seems that GDE tune actually lower rail pressure. They make more power by changing injection timing and duration.

Ive checked rail pressure on both the yeti stage 2 and stage 4 tunes.
Stage2 seems to max out at 24000psi
Stage 4 about 23000psi.

Again, I see no reason why 28000psi cannot be done. But I dont know if the ECM will allow it.
And injection pressure isnt everything. Injection timing and duration (volume) account for a lot.

Unplug the sensor and do resistance checks between the pins on the powerpuck side. Center pin is the signal wire.
Resistance checks are done with voltage off. So not sure what this will tell you.
Voltage checks would tell you more. You would have to backprobe the sensor connector with engine running to get a signal.
Of course, a rail pressure gauge is the best way to know.

I will take the readings this afternoon and post later.

I do know from playing with the settings on the power puck, if you turn it up all the way and give it full go pedal, it can throw it into limp mode, been there done that and I never turn it up past 50% anymore. The ECM did not like something at full power setting!!!! Bet it saw something out of range?
The more it is turned up the higher the boost pressure goes under load (I have mech. boost gauge). I can peg my 35 psig boost gauge with the puck if I desire, but now I keep the boost to 25 psig or less with puck at set at 50% or less and never have any limp mode problems. But it definitely adds go power that you can feel. NO observed black smoke from overfueling though!!!

Awesome. Do you have an EGT gauge?

Reliability isnt the point. GDE's tunes are meant to provide OEM like reliability while also bumping power, hence why they do such extensive testing prior to release. Chrysler might have if their aim was to make 400+ ft-lbs from the factory, but they only tuned it for 300 so they didnt need to.

This would be for someone who is looking for more, like dieselguy with his 265 rwhp build. I think he has more turbo than fueling and if he could move more fuel he could make some more power. Eventually I am gunna move to a big turbo and I am trying to put the pieces together now to see what we can do with what we have.

Confirmed that the map i found was the rail sensor calibration so it looks like it only sees up to 1800 bar. The stock tune is at 1600.

Also, Flash, i think you said you though Torque Pro was outputting the ECU's targeted rail pressure, but I changed the calibration map to 900 bar for all voltages and Torque was showing 900 bar and doesnt budge off of it even when cranking the jeep over. So it appears Torque is outputting the actual sensor readings.