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

1 hour ago, Me78569 said:

Mike's having this issue as well.  I can't reproduce it and I am guessing as to why it is happening still.  What RPM does the issue go away at? 

 

Sorry Nick/Mike, I didn't see the other post. Stops at pretty much exactly 1000rpm. Gets a little better by 960, gone by 1000.

I posted a tune for you to try in the other thread.  you should have notice of it.

2 hours ago, Me78569 said:

@JDHudsn

 

 

The version of the app in the play store does not have an "import" button.  

 

Make sure the app you are using is from the play store.  Then you open up your "downloads" program on the phone, click the tune, and it will bring up hte iquad to "import" 

 

 

@Me78569 just to be sure can you post a link that takes me to the play store with the most recent version of the app? Also how did you get @Mopar1973Man 'a eco tune? When I go to the repository only your tunes come up? 

https://play.google.com/store/apps/details?id=com.quadzillapower.iQuad&hl=en

 

I dont know, he must have taken it down. 

3 hours ago, JDHudsn said:

Also how did you get @Mopar1973Man 'a eco tune? When I go to the repository only your tunes come up?

 

Yeah I pulled it till I can things fixed. I'm still not getting very good MPG's from any of the tunes and battling this from the start. I can touch 20.x once in great blue moon but most are 17-19 MPG which is just as good if I just removed the entire Quadzilla and ran without it. I've done that a trip or two to see the offset it pretty minor. 

 

I'm still running 250 miles every Tuesday, Thursday, and Saturday. Some day after I wore my truck out I might get back to my awesome mid 20's. I've not seen any of those since last fall which I done a few and then it was gone. 

interesting note..

 

While towing on flat ground today at 65 mph I got curious what OEM timing was vs my tow tune timing.  

 

It was a very long flat straight stretch of road.  Sensor data was

 

Boost: 3 psi

TPS %: 22

EGT: 800*f + - 50*f

canbus fueling: ~1000 or right around %25 load

 

My tow tune has light load timing until %35 load is reached, so my Quadzilla timing was in the 18.5* range.  Good bit of rattle, but nothing to worry about in my mind. My daily tune sits right at ~20 * at 65.   

 

So I flipped over to OEM to see what the ECM was wanting at this point and found that timing was at 12-12.5*  EGT's didn't change enough to report.   

 

 

Did roughtly 320 miles, burned about 3/4 tank, Somewhere in the 13 mpg range pulled

 

Ute pass in el paso county

wilkerson pass in park county

hoosier pass in park county

ute pass in grand county

 

way better drive than i70

 

all that to say that I didn't really find anything out, but I was shocked how low timing was while towing on flat ground.  A stock injector truck would be in the 11* range in the same situtation.  

17 minutes ago, Me78569 said:

interesting note..

 

While towing on flat ground today at 65 mph I got curious what OEM timing was vs my tow tune timing.  

 

It was a very long flat straight stretch of road.  Sensor data was

 

Boost: 3 psi

TPS %: 22

EGT: 800*f + - 50*f

canbus fueling: ~1000 or right around %25 load

 

My tow tune has light load timing until %35 load is reached, so my Quadzilla timing was in the 18.5* range.  Good bit of rattle, but nothing to worry about in my mind. My daily tune sits right at ~20 * at 65.   

 

So I flipped over to OEM to see what the ECM was wanting at this point and found that timing was at 12-12.5*  EGT's didn't change enough to report.   

 

 

Did roughtly 320 miles, burned about 3/4 tank, Somewhere in the 13 mpg range pulled

 

Ute pass in el paso county

wilkerson pass in park county

hoosier pass in park county

ute pass in grand county

 

way better drive than i70

 

all that to say that I didn't really find anything out, but I was shocked how low timing was while towing on flat ground.  A stock injector truck would be in the 11* range in the same situtation.  

 

I've gotten similar results. I was cruising at about 103 km/h on Friday evening. Flat prairie highway. I was running around 18.5° timing on level 3, flipped to level 0/1 and stock wanted around 12-12.5 degrees. On level 3, I was running about 3-4 psi boost, maybe 780ish° egt. Level 0/1 changed that to 840+° egt and 6 psi. I have been able to recreate this scenario quite a few times now, and it makes a lot of sense. I forgot to check what canbus fuel was doing but I know I saw engine load change a little.

On 9/4/2017 at 8:21 PM, Me78569 said:

interesting note..

 

While towing on flat ground today at 65 mph I got curious what OEM timing was vs my tow tune timing.  

 

It was a very long flat straight stretch of road.  Sensor data was

 

Boost: 3 psi

TPS %: 22

EGT: 800*f + - 50*f

canbus fueling: ~1000 or right around %25 load

 

 

 

What where your rpms?

 

What kind of trailer?

 

On 9/4/2017 at 8:21 PM, Me78569 said:

 

 

all that to say that I didn't really find anything out, but I was shocked how low timing was while towing on flat ground.  A stock injector truck would be in the 11* range in the same situtation.  

 

That's why I keep reading this thread. The differences in VP vs CR appear to be huge. 

 

What I find interesting is looking at the injection timing table in UDC Pro for VP trucks. It doesn't show anywhere near the timing you guys are talking about for OEM timing. 

 

 

For a CR example my latest tow tune has the most timing in the 40-60% load of any tune I have tried for 1800-2200 rpms. 

 

At 65 I am turning 1800 rpms in 6th, which is a bit low for heavy loads but okay on flatish gound and smaller loads. 

 

At about 25% load I would be really close to 800° as well and 2-4 psi... so very similar numbers there. 

 

At 25% load I am running 35mm3 (525us) of fuel and about 15.5K psi of rail. My timing is a whopping 5° and the pilot is 10° ahead of that. It's still a little higher because that's a low enough load I'm still in the cruise profile there. If I increase engine load to 40% which is going to happen on any grade over 1% I am down to 1.3° of main timing for a 55mm3 (772us) of fuel. 

 

 

1750 rpm, it's a 19' on the floor gooseneck at ~5k.

 

 

 

Keep in mind there is a missing base timing table in UDC Pro for the vp44 trucks.  Jdonoghue showed good info on this table and how it worked.   I attached some of the info from his adventure ~10 year ago. 

Project log.docx

 

The timing numbers we are seeing match up pretty close to the timing range p7100 guys are using and the calculation we are using make "sense" in terms of how you would structure a command on a 12^2 message.  

I guess MADS need to get us that base table info!

 

Sounds liike a fairly easy to tow trailer, at least in terms of wind resistance. 

3 minutes ago, AH64ID said:

I guess MADS need to get us that base table info!

That was one question I had about udc pro that the people who knew just responded " you don't need it" or "you don't understand how the ecm calculates timing" 

When I ask for an explination I get silence.  

I still can't look at the udc tables and see what the output timing would be.  Or at least see a timing number that makes sense compared to what I have seen.

 

The trailer tows pretty nice.

 

 

The pressure of the common rail would explain the timing differences you are seeing @AH64ID

On 9/7/2017 at 10:13 AM, jlbayes said:

The pressure of the common rail would explain the timing differences you are seeing @AH64ID

 

I know the CR's run more pressure,  but I recall seeing some VP pressure numbers that don't put it as far below CR's as I originally thought. 

 

IIRC a VP is capable of 150 mpa and 03-07 only run up to 160 mpa stock. I run 155 mpa on my personal custom tunes, and even as low as 150 on some of them. 

 

I'll push to 180 mpa on a race 5.9 if needed. 

Edited September 9, 20177 yr by AH64ID

1 hour ago, AH64ID said:

IIRC a VP is capable of 150 bar

 

Better be higher... Just to pop the injectors on VP44 is 310 bar.

 

 

Just checking 18,000 PSI which I've seen on CR engines as a measured high pressure turns into...

 

Edited September 9, 20177 yr by Mopar1973Man

but we have to wait until pressure hits that mark, CR trucks have that pressure on command.

Just my OBDLink LX sees CR rail pressures looking at several stock trucks I've seen in the range of 16,000 to 18,000 PSI typically. As for the VP44 injection I know we have to reach over 310 bar to just pop the injectors. 

 

8 minutes ago, Me78569 said:

but we have to wait until pressure hits that mark, CR trucks have that pressure on command.

 

Your right. We've got to pump each line to over 310 bar to get spray. CR I've seen roughly 5,000 PSI at idle (IIRC) which is about 344 bar. Like my current injectors are popped at 308 (4467.16 PSI) to 312 bar (4525.18 PSI).

 

As for VP44 trucks I know the starting point but as for high point... That's unknown to me...

 

155 Bar = 2248.08 PSI

150 Bar = 2175.57 PSI

Edited September 9, 20177 yr by Mopar1973Man

18 minutes ago, Mopar1973Man said:

 

Better be higher... Just to pop the injectors on VP44 is 310 bar.

 

 

Just checking 18,000 PSI which I've seen on CR engines as a measured high pressure turns into...

 

 

Errrr.... I meant mpa. 23,206 psi = 160 mpa. 

 

VP's can push over 20K psi IIRC. 

 

I idle around 7K psi. 

 

10 minutes ago, Me78569 said:

but we have to wait until pressure hits that mark, CR trucks have that pressure on command.

 

Thats got to be the biggest difference for timing. 

 

Whats interesting is WOT timing isn't as different at higher rpms. 

higher the RPM the shorter the line delay is.

10 hours ago, Me78569 said:

higher the RPM the shorter the line delay is.

 

Yep, and I pull my pilot at higher rpms which means I need a little more timing for the main. 

 

 

 

 

2 hours ago, AH64ID said:

 

Yep, and I pull my pilot at higher rpms which means I need a little more timing for the main. 

 

 

 

 

Can you explain why? I'm curious why you would drop the pilot injection go only with single injection event.