Striker II

kntrygurl · **Posted:** Sun Jul 27, 2008 2:45 pm

Anyone have the striker II performance module on their Jeep? Would this be a good investment or not?

maxxgraphix · **Joined:** Wed Mar 26, 2008 8:11 am **Posts:** 53

It's cheap and it seems to work. I'm testing econo mode this week. $149 from Summit Racing and you get a free hat.

kntrygurl · **Posted:** Tue Jul 29, 2008 11:35 am

maxxgraphix wrote:

It's cheap and it seems to work. I'm testing econo mode this week. $149 from Summit Racing and you get a free hat.

yeah its cheap...thats why i am wantin to get it. i was just wantin to make sure that it wouldn't hurt the jeep.

maxxgraphix · **Joined:** Wed Mar 26, 2008 8:11 am **Posts:** 53

First tank in econo mode and we lost about 1.5-2 mpg down to 22.3. One more try at level 3, then it get's boxed up and sent back if there is no improvement. Striker tech claimed that the FE version is the same and all it does is lower rail pressure in econo mode. Higher settings increase rail pressure. Thus more fuel, more boost, more power. Yes it makes more power. But that's not what I wanted. I'm about ready to sell the CRD, tired of spending $125 / week on fuel. I can buy a new 09 TDI for what we are spending in fuel (not GAS).

I doubt that it would hurt anything. Older mechanical pumps were always modified to increase pressure to get more power. All it does it trick the ECU by sending an adjusted rail pressure signal. Maybe if you set it at level 5 and held it wide open for a few hours you might break something.

Striker claimed 2-3mpg increase or your money back. I'm holding them to it. Granted the best way is an ECU reflash. I'd rather have the programmer in hand like the others than depend on Inmotion.

kntrygurl · **Posted:** Thu Jul 31, 2008 10:29 pm

maxxgraphix wrote:

First tank in econo mode and we lost about 1.5-2 mpg down to 22.3. One more try at level 3, then it get's boxed up and sent back if there is no improvement.
Striker claimed 2-3mpg increase or your money back. I'm holding them to it. Granted the best way is an ECU reflash. I'd rather have the programmer in hand like the others than depend on Inmotion.

thank you! Thats alot of help. i was actually lookin into for the fuel economy mode anyways....the extra power was just a plus. So please if you don't get beter mileage on 3, let me know so i don't waste the money on it and i can put it towards the lift! thank you!

dieselenthusiast · **Posted:** Fri Aug 01, 2008 2:03 am

http://www.drperformance.com/modules.html

additional 45 horsepower and 90 lbs of torque. I have a Workhorse module on my Cummins, and let me tell you, it works! Dr. Performance is the same company who made my Workhorse.

http://www.workhorsemodule.com/
http://www.morepowerlessfuel.com/

I get up to 25 mpg on my Cummins

maxxgraphix · **Joined:** Wed Mar 26, 2008 8:11 am **Posts:** 53

Your truck is most likely a six speed and totally different than a KJ. What bothers me about all these Diesel performance chips is that they all do the same darn thing. The only differnce is the price. Until you get a real ECU programmer in which you can adjust timing, boost, shift points, fuel pressure, you don't have much.

dieselenthusiast wrote:

http://www.drperformance.com/modules.html

additional 45 horsepower and 90 lbs of torque. I have a Workhorse module on my Cummins, and let me tell you, it works! Dr. Performance is the same company who made my Workhorse.

http://www.workhorsemodule.com/
http://www.morepowerlessfuel.com/

I get up to 25 mpg on my Cummins

dieselenthusiast · **Posted:** Fri Aug 01, 2008 10:43 am

maxxgraphix wrote:

Your truck is most likely a six speed and totally different than a KJ. What bothers me about all these Diesel performance chips is that they all do the same darn thing. The only differnce is the price. Until you get a real ECU programmer in which you can adjust timing, boost, shift points, fuel pressure, you don't have much.

dieselenthusiast wrote:

http://www.drperformance.com/modules.html

additional 45 horsepower and 90 lbs of torque. I have a Workhorse module on my Cummins, and let me tell you, it works! Dr. Performance is the same company who made my Workhorse.

http://www.workhorsemodule.com/
http://www.morepowerlessfuel.com/

I get up to 25 mpg on my Cummins

Nope, mine is the 4 speed automatic with the 3.73 rear-end. The Workhorse is not a chip, it's a module. Chips cause the engine to overfuel, the module "increases the Combustion Efficiency of the diesel engine through improved atomization of the injected fuel instead of adding more fuel to the engine."

Sir Sam · **Posted:** Fri Aug 01, 2008 11:26 am

look whatever you want to call your snake oil is fine.

dieselenthusiast · **Posted:** Fri Aug 01, 2008 11:43 am

Sir Sam wrote:

look whatever you want to call your snake oil is fine.

I don't want to hear any of your crap :twisted:

kntrygurl · **Posted:** Fri Aug 01, 2008 12:16 pm

dieselenthusiast wrote:

http://www.drperformance.com/modules.html

* this one is $539.95

additional 45 horsepower and 90 lbs of torque. I have a Workhorse module on my Cummins, and let me tell you, it works! Dr. Performance is the same company who made my Workhorse.

dieselenthusiast wrote:

http://www.workhorsemodule.com/

* this one don't offer one for the Jeep

dieselenthusiast wrote:

http://www.morepowerlessfuel.com/

* don't offer one for the Jeep either

I get up to 25 mpg on my Cummins[/quote]

the reason i was lookin at the striker is because it was only $150.

maxxgraphix · **Joined:** Wed Mar 26, 2008 8:11 am **Posts:** 53

If it plugs into the fuel rail, then it's tricking the ECU into higher rail pressures. Yeah, it's a $150 from Striker and it will make more power. Or you could spend $350-550 elsewhere for the same thing.

I've been corrected on one of my comments. Inmotion indeed does sell a handheld ECU programer with 3 modes that you keep for your CRD. The price quoted was $750. But now you get three real tunes, plus the ability to return to stock. If you decide to sell the CRD, then you can also sell the programmer and get some of your $ back.

Also forget the ORM, the SEGR is the only way to do it right. I spoke with someone at Inmotion and it's quite obvious they know what they are doing. I'm old school tech from ODB1 era, but I was an ASE Master Tech and specialized in fuel injection systems. After a 10 minute techie talk I'll try to save some $$ to get the hand held.

One more test (full tank) on the Striker. If the results still suck, then it goes back or someone here can buy it for less.

ATXKJ · **Posted:** Fri Aug 01, 2008 5:23 pm

dieselenthusiast wrote:

The Workhorse is not a chip, it's a module.

and a 'Module' consists of chips mounted on a board...... 6 one way, 1/2 dozen the other

The advantage of either a chip or module is that you can program in the steps of how you trick the sensors to oversupply fuel or boost -but unless you reprogram the engine control computer that's the limit of what you can change.

(the old fashion way was to just plug a resistor into the fuel pressure sensor wire)

overwhelmingly - they produce more power and any fuel savings comes from not using the power -

i.e. if the engine produces more power at a lower rpm and you run at the lower rpm - then you save fuel - however if you're running the same rpm (or faster because it's more fun) you use more fuel.

also as to longevity - most performance modules/chips are running in the 'safety' margin that they engineer into the system - so probably okay - but none of the manufacturers have reliability data.

kntrygurl · **Posted:** Fri Aug 01, 2008 5:25 pm

maxxgraphix wrote:

One more test (full tank) on the Striker. If the results still suck, then it goes back or someone here can buy it for less.

if you do decide to sell, let me know....

jinstall · **Posted:** Sat Aug 02, 2008 3:12 am

If you want to get a good chip then get one that has been tuned in Germany with TuV Certification. It has been extensively tested and should carry a 2 year warranty by law.

dieselenthusiast · **Posted:** Sat Aug 02, 2008 11:42 am

ATXKJ wrote:

dieselenthusiast wrote:

The Workhorse is not a chip, it's a module.

and a 'Module' consists of chips mounted on a board...... 6 one way, 1/2 dozen the other

The advantage of either a chip or module is that you can program in the steps of how you trick the sensors to oversupply fuel or boost -but unless you reprogram the engine control computer that's the limit of what you can change.

(the old fashion way was to just plug a resistor into the fuel pressure sensor wire)

overwhelmingly - they produce more power and any fuel savings comes from not using the power -

i.e. if the engine produces more power at a lower rpm and you run at the lower rpm - then you save fuel - however if you're running the same rpm (or faster because it's more fun) you use more fuel.

also as to longevity - most performance modules/chips are running in the 'safety' margin that they engineer into the system - so probably okay - but none of the manufacturers have reliability data.

"The WORKHORSE is NOT an old-fashioned chip that reprograms your truck's computer and over-
fuels your engine to produce power. It is a real, "stand alone" software controlled, digital micro-
computer that simply plugs into your factory wiring harness and very precisely manages your fuel
delivery based upon the RPM and load you are putting on the engine.
Fine tuning your fuel-rail pressure changes your engine's peak efficiency, so that you can start
accessing your engine's power curve at a lower rpm range. In addition to the "power curve"
change, you also get improved fuel atomization. The smaller the diesel fuel particle, the more
available oxygen the fuel particle can bond to prior to combustion. When combustion occurs the
result is the diesel burns faster and more completely in the combustion chamber - more BTU's
(thermal energy) are released...and more POWER IS PRODUCED.

The END RESULT is that by managing your fuel delivery you have more "on demand" power at the
RPM range where you drive and use it most.... 1800-2200 range and you have a wider torque curve
that keeps you in the power band longer. This instant torque gain gives you better power control
and instantaneous throttle response.. more bottom end towing power...better mid-range
acceleration and unmatched top end performance... And what is most important right now with
diesel prices soaring...you get better fuel economy along with these incredible performance gains."

dieselenthusiast · **Posted:** Sat Aug 02, 2008 12:22 pm

"As a result of optimized fuel distribution you can expect the same fuel economy and in some cases you may gain a mile or two per gallon.

You will have a great band of power stretching through every single gear and increased throttle response.

Best of all Dr. Performance! does not void your manufacturer's warranty* and does not break-down engine components. Your diesel will run better than it ever has before!

Prior to the invention of the Dr. Performance! System, the only method readily available to get more power from a diesel engine was to add more fuel. This is known as "over-fueling". This requires you to modify your ECM with after-market electronics or "chips", which circumvent factory fuel delivery, turbo boost, and other specifications will void the factory warranty. Over-fueling will significantly shorten the life of your engine, or worse, cause it to fail completely. The reason for this is that your engine is not designed to burn this additional fuel. This unburned fuel greatly increases friction and wear on the cylinder walls and rings and can raise exhaust gas temperature to dangerous levels when you use the extra power. Factory warranty will be jeopardized. The Dr. Performance! System is based on COMBUSTION EFFICIENCY resulting from microscopic fuel plume distribution. You can expect incredible rear wheel horsepower and torque gains. The power increase depends on which engine you start with.

The Dr. Performance! System produces REAL WORLD power gains - we call this usable power - all the way across the power band at the speeds and in the gears where you need it. Our system also produces a very flat torque curve. This means, once our maximum torque is reached, torque falls off very slowly as RPM's increase toward maximum horsepower. This gives your engine excellent pulling characteristics by keeping torque output high all the way up the power band until maximum horsepower and RPM is reached. (JUST IMAGINE!) One of the most frequent complaints we hear about stock engines is slow throttle response. Our system significantly increases throttle response right off the bottom and all the way across the entire RPM range. You'll know it when you push on the pedal. Improved throttle response combined with the extra power, results in a much more enjoyable driving experience. You will be able to merge, pass, and move away from undesirable traffic situations in ways you never thought possible with a larger vehicle. You may be able to accelerate in up to half the time. Your speeds under load will increase 20-35 MPH on grades of 5 to 8%. Grades of 5% or less will no longer slow you down at all. In the first few seconds behind the wheel, you will definitely feel the difference!

Increased power doesn't do you much good if you can't use it. Unburned fuel creates heat because it continues to burn in your exhaust manifold and turbo. This raises exhaust gas temperatures (EGT) beyond acceptable levels and can cause a catastrophic failure by literally melting parts of your engine. Those companies that advocate adding fuel to increase power suggest you add a pyrometer to monitor your exhaust gas temperature. This is a good idea, because you'll need one! Every time you use the extra power that over-fueling provides, for an extended period, such as on a grade, your EGT will rise above acceptable limits. At that point you will have to back off the throttle and shift down to avoid damaging your engine. They will also tell you that a maximum EGT of 1350 degrees is acceptable, but IT IS NOT. At 1350 degrees metal glows red hot. Temperatures this hot can permanently damage your engine. Cummins recommends a maximum sustained EGT of no more than 1050 degrees. High exhaust gas temperatures also raise coolant temperatures, causing your engine to over heat even more. With the Dr. Performance! system, there is no need to add a pyrometer to monitor your exhaust gas temperature. Our system WILL NOT raise exhaust gas temperatures above acceptable limits - EVEN WHEN YOU USE THE EXTRA POWER - because we DO NOT add more fuel than your engine is already designed to burn!"

ATXKJ · **Posted:** Sat Aug 02, 2008 8:16 pm

Yeah - I've read the advertising boilerplate too - would be nice if they added data. My statement stands.

A "software controlled, digital micro-computer' - is also know as a chip -
My class on assembly code made us program an Intel 8080 - although I preferred Motorolas - better instruction set's - I really like the 68HC11 family- A to D converter, RAM, ROM and processor all on 1 chip - GM will use a dozen in a vehicle.

The 'improved fuel atomization' - well atomization consists of 2 factors - pressure and the shape of the injector nozzles - assuming you didn't change out the nozzles - then all it did was crank the pressure - which is the same thing the in-line resistor did (now the processor would have the ability to limit the pressure which a resistor can't - but there's no data on that.)

FYI a diesel by definition has more air than fuel in the entire cycle - it always has excess air - therefore the only way to increase power is either add more fuel or change the timing of the injection - if you add fuel too early it reduces power - add it too late and it overheats the exhaust, best bet is to inject a small extra pulse at the beginning of the combustion cycle - equivalent to increasing the advance - a good design can probably achieve that - but it's limited to how fast the injectors can respond.

Any real room for increased power - comes from the safety margins the engineers designed into the system - so yes you can improve power - and no there is no reliability data on it.

dieselenthusiast · **Posted:** Sat Aug 02, 2008 10:37 pm

ATXKJ, looks like you’ve done your homework. Without changing injectors, there isn’t a lot of room for improved fuel atomization. However, the module has made a noticeable increase in fuel economy and power. The guys who run the module really like it. And with the price of fuel, the product pays for itself. I just want to see what it will do in a CRD.

Threeweight · **Joined:** Mon May 14, 2007 5:57 pm **Posts:** 679

dieselenthusiast wrote:

I just want to see what it will do in a CRD.

Same thing the Scorpion, Edge Trailjammer, etc... will do, or that an Inmotion tune will do. CRD owners have been experimenting with a variety of tuning options 3 years now. The maximum fuel rail pressures, max EGTs, etc... for our Jeeps haven't changed. Given that our engines are European in origin, and much more common there, the smart thing would be stick with boxes that are German TUV approved.

One of the VW TDI performance tuning gurus (Kerma) was working with someone's Jeep CRD a few months ago, and had come up with a couple of tunes for him to play with. Not sure if that went anyway, but it would be a far superior way to go than chipping.

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