Me78569

how much power do you want? That's what defines the injectors and what tuning range you have. do you want 400? 500? 600?

Alright, so the issue you have connecting hte tune loading. Do this for me. Uninstall the app, the default tune runs good so you will use that as your platform to build off of, reinstall the app. I wanna make sure we have a clean slate. is this device your phone as well or a dedicated device? Once the app is setup for the V2 profile, then ensure the "default tune" is selected before connecting . Next let it connect to the truck, drive around for a bit say 5 minutes to make sure everything is happy. Next click custom tune menu > create new > name it whatever you like. creating a custom tune on the app, imports the current tune, in this case the defualt tune, values into that new tune. This will make it easy to build off of. Edit the custom tune, but do not edit the timing values, just the wiretap and canbus settings to make it fuel like you want.

How did the default tune run? I can't remember are you running the app that shows the tune load process bar?

When I watch the canbus message when I put it in gear what I see is 1. shift into gear 2. rpms VERY briefly lug down 3. canbus fueling spikes to ~1500 or %30 4. rpms spike as a result of the fueling increase 5.. canbus fueling drops nearly to 0 to keep rpms in control 6. Rpms lug then rinse and repeat until rpms stablize. the entire above only takes 1/4 second as for a customer option on pop pressure, I think that is a cool thing to offer. I would say however that it comes with an "extra fee" with a free repop or something like that. also there should be a limit based on the injector size. IE a 7 x .009 shouldn't be popped above say 310, 7 x .010 at 315 7 x .011 at 325 7 x .012 at 340 and so forth. I believe line 5. is what causes the stalling.

I dont blame him, why fix what isn't broken? His injectors meet the goals of what he wants them to do. He is proud of them as he should. He shouldn't be forced to "play with stuff" America! If I want to play with this I should have to find someone willing which I did hahaha.

and a spare room for me to crash in while I tested about 50x different tunes and setups hahaha

Absoluletly agree. I don't fault them for not wanting to, it their product that's fine. They are just not the right guys to be building injectors for us who want to mess with this like this. like you said it's a dying VERY small market we are talking about here. My desire to play should not put someones business at "risk"

Gotta go with 6 hole? or just bigger than 7 x .013? figure 7 x .013's should get you to 650, which is about where I see "most" fall off.

7 x.013 should outflow a VP.

mine dont

no first hand use here, but I know the star scan on the vp trucks can act in the same way as a DBRIII tool. Effectively lets you test anything that is controlled by a computer.

IOD fuse would be my first guess

in your case I would say Mini h1 as they literally thread into 9004/9006 bulb holders. You just put them in and tighten them down, done and done. the DS2 require you cut and fit things as the hole is too small in the 9004/9006 bulb.

So I wonder what size injectors weston tested with. I tried to kill my truck by blip throttle on a down hill while in reverse and I could not get it to die. @jlbayes do you know of any dyno graphs showing the increased hp as a result of lower pop? Curious to see how much lower hp was going form vp pop to ppump pop.

the ballast and hardware is %100 garbage as well. The reason why HID get such a bad rap is people cheap out and buy the cheapest ballast and bulbs then blame them when they only get a few months of use befor ethe ballast burn out.

@jlbayes what size injectors where those 7 hole? What pop pressure? You are thinking what I am. Example with %'s The theory I have about this is, made up numbers, Stock injector size say a truck idles in P at %10 fueling, then when put in gear the needed fueling should be %20 to keep idle rpm. The ecm must "react" fast enough to ramp up fueling. 7 x .010 injector size say a truck idles in P at %8 fueling, then when put in gear the needed fueling should be %15 to keep idle rpm. The ecm must "react" fast enough to ramp up fueling. 7 x .012 injector size say a truck idles in P at %5 fueling, then when put in gear the needed fueling should be %10 to keep idle rpm. The ecm must "react" fast enough to ramp up fueling. The ecm doesn't need to work as hard to adjust fueling if your injectors are bigger. If that fueling adjustment needs to happen in 1/10 of a second to prevent stall then the ecm has a better chance to adjust fueling as injector size gets bigger. Now we know that pop pressure adjustments can lead to stalling issues, increasing pop decreases duration. So the idle % range becomes wider since duration is shorter. It makes sense in theory that the bigger injector you go the room room you have to play with pop until you run into issues. that brings us back to injector size vs pop pressure and where the issue comes about. What we still are %100 unsure of is what is the actually fueling duration lost per bar of increased pop. Does a 7 x .012 at 350 bar flow the same as 7 x .011's ? How much power is lost as a result of pop pressure increase.

@kzimmer has a stalling issue if he tries to force it to stall by blipping the throttle etc. He can make it stall, but his wife has not told him that she has had it stall ( that's key when you consider she drives it mostly and is using the truck as a truck) . I can make mine stall by blipping the throttle over and over. I don't know if that is related to pop or injector size. I never "tried" to make it stall before with the stock pop pressure. We are missing the "constant" in our testing It might be %100 related to pop, but we did not test using a stock setup. Driving my truck I can promise you that you wont make it stall by trying to drive it. we dont have enough depth in testing to say if increasing pop is "worth it" but there is only one way to know. Idle Hands, ya know? What are the real world Perks Vs Drawbacks. @jlbayes I wonder if the increased pop pressure was only done on smaller injectors during testing? I have a theory that the larger the injector you have the higher the pop you can run without issues. The ecm wont have to manage fueling across a huge % of command with big injectors. IE: my truck idles at say fueling command of 300, vs a stock injector truck at 600. if the ecm has to try and keep the truck from dying it must command a higher % of fueling with stock injectors, thus taking more time to do so, which makes it easier to kill the truck. At this point I do NOT recommend guys bump their pop pressure unless they are willing to accept that they are going down a road not often traveled.

I have the lowest stall converter Revmax sells. even with temps near 0* my truck will not stall when I put it in gear. I would love to know why, but Kole isn't having issues either. The only way I can make the truck stall my blipping hte throttle over and over if I do that ~30 times it might stall once. I believe it happens, but I dont see it in my testing, confused.

@Dodgeih 7 x .012's should flow plenty and still be very friendly on the street. If I can't cause issues with my setup, you shouldn't be able to. @kzimmer, If by interested you mean dont want to do it at all then yes lol. I don't know that the quadzilla can manage an anti stall feature. I dont know that the ecm updates us fast enough to catch rpms falling. Also can't do extra fuel while cranking, the quad needs input from the ecm to do things, the ecm to quad commmunicatin is not active at that point.

lol 400 bar. I kinda wanna hahahahaha. I think however that ~350 bar is the point of limited returns. We don't really need to clean up much more offidle in order to be %100 clean. My truck will pass emissions right now with an aggressive tune. However if we are going to throw crazy pop number out there I think we need to figure out how to figure out how much shorter the injection even is. Might be worth having a set built that are the same except for pop pressure and do some back to back testing with datalogging and videos. Hard to argue with results right? Same tune, same timing, just different pop

Weston won't build them at 330 bar, Ask @Carbur8tr about it. I should make it %100 clear we dont really know for sure if it is worth while to increase pop pressure. It may be that running 7 x .011's at stock pressure results in the exact same power vs smoke as 7 x .012's at 330 bar. It could be even that 7 x.011's at stock pressure make more power than 7 x .012's at 330 bar. The big issue I have with hole thing is the attitude of your must be dense if you try something new.

I honestly dont know where the rumor of increased pop pressure = stalling issues, I dont htink it is pop pressure, I think it is fueling being pulled to rapidly. My testing just doesn't support pop pressure being the reason for stalling. My truck should be the worse in terms of this issue.

I updated my post. No one was very open to the idea and refused to look at any data. pretty sad thread when it comes to trying to know more about how things work. Just a lot of "those injectors are too big" and "you won't gain power " "you should listen" yadda yadda yadda

Weston is not very open to the idea, have you read the thread I had on Compd? He admitted that increasing hole size decreased the ablity for the injector to spray as efficently at low rpms. He said increasing pop pressure would help that issue, but he said he didn't see the point. my truck idles EXACTLY the same as before the increased pop pressure. Kzimmer has no issues with idle and stalling at 365 bar. we can force the truck to stall, but it takes REALLY bad habits to do so. Keep in mind my converter is also a "super low stall" from revmax. wiretap or more canbus will hold the fueling solenoid open longer, mechanical or not. This will push more fuel through. http://www.competitiondiesel.com/forums/showthread.php?t=197943

did the device driver install complete successfully or did it fail? It will print on the screen what happened during hte driver install process.