Let me start off by saying that I am in no way affiliated with Quadzilla or Diesel Auto Power. I was simply asked to test the new updates because I have big injectors, I'm familiar with the Quad, and I know the person doing all of the tuning. This person wishes to remain anonymous, so it will stay that way.

On to the good stuff!!!

So what is V2? Basically it's a way to gain more control over the tuning parameters, with an emphasis on CLEAN POWER. I've got big injectors, and I've driven my own truck enough that I can drive it virtually smoke free, but I have to be very careful with the right petal (even when set to stock)

Here are the custom tuning parameters:

Alright, let's start with the power levels: 
0=stock
1=Power Percent (Explained later)
2=Fuel mileage (Same as the old number 1)
3=can-bus only (Same as old number 2)
4=can-bus + wiretap (same as old number 3)
and so on to the maximum level set is reached.

So, as you can see the first 8 parameters (through "TPS CAN Minimum") are the same as they've always been. They will function just like they used to.

The next two have to do with wiretap fueling. The "Boost Pump Scaling" gives the %specified of called for wiretap fueling if the boost is below the "boost pump low limit"
As an example:(Let's say it's set on level 10) In the pictures you can see I have the scaling set to 0% until 15psi. This means I'll get zero wiretap fueling until I hit 15psi of boost. If it was set at 50% I would get 600us of wiretap before 15psi. 
This greatly reduces the amount of smoke output without reducing your peak power.

Next we have Power Percent. This is the "new" level one! Here we have the percentage of stock power called for at all times. This is perfect to use for emissions testing, letting the wife/kids drive etc. This is also another way to reduce smoke if you're wanting to be really clean. 

Next is boost scaling. This is the same as it used to be. Just a smoothing feature.

Next we have PSI% listed 0-17 in increments of 1. This feature allows you to set the amount of stock power based on boost. It allows you to ramp up the power from 0-17psi, effectively reducing smoke and making the truck more driveable.

 

Now for my experience with testing.

 

Level 1: With my truck stock, I can floor it at any time and create quite a cloud of smoke. You'd swear I have a tuner cranked, but it's not. With my truck set to 70%, I can floor it while doing 55mph in 6th and get as big of a puff as a stock 24V. Meanwhile it'll pull about 34psi @ 2000rpm and 40psi by 2500rpm.  It does make the truck a little doggy, but I could adjust the percentage up as I saw fit and still keep smoke to a minimum. This would be perfect if someone were to borrow my truck (never going to happen but you get the point) They could try to hotrod it as much as they want but won't be able to. I do think this would make emissions a breeze to pass, and it could be used as a safety device to keep the truck from being stolen. Essentially you can set it to 1% and the truck would only idle.

 

Now for the PSI%: With the power level turned up around 1500rpm I can stab the throttle (0psi of boost) and get nothing more than a slight haze until the boost picks up and the quad starts fueling hard. Spool is still excellent under these conditions, I just need to work on my top-end fuel command to reduce the smoke up there. This has made the biggest difference in CLEAN power. The quad is essentially rolling into the throttle for you as the boost comes up so you don't cloud the highway when you get on it. 

Now the "Boost pump scaling" and "boost pump low limit": The wiretap fueling is essentially it's "own" programmer. It doesn't follow the rules of the can-bus fueling. This was taking effect in my description above because it doesn't wiretap fuel for me until 15psi of boost. Thus why it's only a haze until 15psi.

 

Now, what I'm not quite happy with yet. Off idle, if I stab the throttle on level 1 I get a puff of smoke. I am told this is because of where the quad takes over and starts controlling things. It's being worked on and should be fixed soon. Other than that I'm very happy! I do have only 20 miles or so of testing, but this does look very promising. I'll be putting 50 miles on in the morning and 50 miles in the afternoon, so I'll have more info then.

Any questions post em up and I'll do my best to answer them. The future of clean power for 24V's looks promising  

Edited February 13, 20178 yr by Me78569
Changed the title for SEO reasons

35 minutes ago, Carbur8tr said:

There's definitely more out there but question is how much and at what cost.  I wonder if someone has a PM3 that we could borrow to see what they are running in the higher RPMs.  I've always heard good things about their fueling past 3200.

I've got a TST comp. The PM3 dies off like a stock truck does, but the comp keeps fueling. It is also likes to surge on the high numbers and doesn't rev as high as they claim. What year is your truck @Carbur8tr?

01

 

It's really a balancing act to see how long canbus fueling can be held up past 3200.  If you look at the truck wrong with revs that high holding canbus fueling it just shuts off.

 

 

I'll get it nailed down.

On 1/14/2017 at 5:40 PM, Me78569 said:

I also want to point out that is it now possible to mechanically advance the pump by 5*, 1 tooth, and pull back timing in your Quad by 5* down low while keeping timing high up top.  You will effectively get a very controlled ~35* of timing if you choose to.  It would idle funky, but once you got on the throttle I don't think there would be an issue.

I wonder if this will actually work. Could explain the reason monster pump trucks idle the way they do, physically advanced timing in the pump.

I don't see why not, the VP44 doesn't know it's actual mechanical timing,  it just gets a timing command from the ecm and does it.  If it is mechanically advanced by 5* then you tell it to do a timing value it will aways be a* + ecm timing =  total timing.

 

I won't try it, but surely someone wants to haha.  Heck if someone wnated to try I would even write them a tune that idle'd at 7* vs the normal 12*

Edited January 16, 20178 yr by Me78569

The gear advanced has been tried before, but not with the control that is available now. Anyone want to trade for 97 12v!? I'll be the guinea pig LOL. Not being a smartbutt but have you been around a monster pumped truck? Totally different experience than a stock pump.

Edited January 16, 20178 yr by jlbayes

Never even heard one run haha. 

 

Think small block chevy with too much cam and not enough cylinder head lol

On 1/15/2017 at 1:00 PM, Carbur8tr said:

01

 

Let me know if you want to play with the TST.

 

4 hours ago, jlbayes said:

I wonder if this will actually work. Could explain the reason monster pump trucks idle the way they do, physically advanced timing in the pump.

I don't think so considering they idle at over 20* when cold. Who knows what's really going on inside them. 

truth.  Wonder what a warm truck would idle like at 20*?  I know when I tried to idle a cold truck at 11* it wouldn't have it....  

Soo how hard would it be to advance the key?  Are we talking like vp needs to come out and rotated.  Excuse my ignorance, I've only messed with timing on a 7100, I imagine it's similar just not visualizing it right now.

no idea haha, I would assume you would need to pull the cover and rotate the entire vp gear 1 tooth advanced.  Doesn't sound fun to me, but yea I guess someone might want that.

57 minutes ago, Carbur8tr said:

Soo how hard would it be to advance the key?  Are we talking like vp needs to come out and rotated.  Excuse my ignorance, I've only messed with timing on a 7100, I imagine it's similar just not visualizing it right now.

 

 

Change the keys. There is a whole mess of key available for changing the offset of the pump shaft.

 

Next question, what do the keys correspond to? Timing would be the obvious answer but to what degree?

 

key# Cummins#
026 - 3944021
027 - 3944022
028 - 3944023
029 - 3944024
030 - 3944025
031 - 3944026
032 - 3944027
033 - 3944028
034 - 3944029
035 - 3944030
036 - 3944031
037 - 3944032
038 - 3944033
039 - 3944034
040 - 3944035
041 - 3944036
042 - 3944037
043 - 3944038
044 - 3944039
045 - 3944040
046 - 3944041

 

 

Can someone explain to me how a keyway would alter timing more than a % of a * ?   I have always been confused on that.

Now the best I could say is get ahold of Blue Chip and ask him how much timing offset you can get from one end to the other.

Changing the key isn't going to make a big enough difference to even notice. I would pretty much guarantee that. 

Slipping a tooth does require pulling the front cover off. It is impossible to slip a tooth without the gear being outside the housing. 

I would do it but that seems like a lot of work for no gain considering we can get to 30* now. Mine doesn't like over 22-23 @2000 rpm anyway. Makes it give a gentle surge with higher timing than 23* that @Me78569 swore was my truck and not the quad  

Edited January 17, 20178 yr by TFaoro

haha meh I am wrong all the time.  Let me know when I say something true hahahaha

 

15 minutes ago, Me78569 said:

haha meh I am wrong all the time.  Let me know when I say something true hahahaha

 

You're right more often than me  I'm gonna take this one!

 

well if it doesn't surge anymore I am happy...please say it doesn't surge.