Me78569

Allison compatible Cummins V2 Tune View File This base flash is configured to read j1939 data from a truck wtih an allison swapped trans. Submitter Me78569 Submitted 10/12/2017 Category Quadzilla Adrenaline V2 Flash Files

you are not limited to very expensive devices to use the scan tool.

I prefer the bluetooth model personally, but yes any elm327 device will work fine.

The links are in the store, but here you go

really glad you made it through.

Meh the timing isn't difficult once you play with it. Fuel load = how much timing is added as a result of canbus reaching max. IE if you have your 1500 rpm setting at 16* and your fuel load at 2* then you will get 14* at 0 canbus, 14.5* at 1000 canbus, 15* at 2000 canbus 15.5 at 3000 and 16* at 4095 timing reduction is how much timing to pull max if you %100 throttle at 0 psi. as throttle reduces or boots climbs you will get a ^% of TPS reduction pulled from the rpm limit timing - fuel load See the green timing line, see how it drops when I go %100 throttle. how much it drops is your tps reduct light load timing is how much timing to add on top of your rpm timing so again 1500 rpm 16* light load at 2* if canbus is 0 then you get the full 2* on top so you get 18* cnabus at 1000 then you get 17.5* canbus at 2000 then you get 17* 300 you get 16.5* and 16* if cnabus is at 4095 load limit set the limit for load % for light load timing to enable. below that you get your light load timing, above that you get fuel load and tps reduct. tps scaling simply allows you to make the timing drop as if it was 5*, but limit total drop to 2.5*. clear as mud ?

Alittle Black Label Societty to get things done with

No prob, let me know what you think, I don't have a good grasp on how 50 hp fuel compared to stock so it is hard for me to build a tune for them. I am guessing you can get away with a good bit of fuel without running into smoke issues.

lots of good ideas on google. but really just look at a picture of one and head to Ace or home Depot and build one with what they have.

https://www.google.com/search?q=homemade+boost+leak+tester&oq=homemade+boost+leak+tester&aqs=chrome..69i57j0l5.5599j0j7&sourceid=chrome&ie=UTF-8

Try both see how smoke is. You want to see haze on the darker side if you got wot from a light. See which one you like better I would guess stock though. The mid might be a little weak. There's also a75 tow tune.

I spent some time tonight whipping out some starter tunes for guys. These tunes are suited as a starting point only and will need adjustment. Supporting mods are implied in all of the tunes expect for the stock injector tunes. https://mopar1973man.com/forum/185-standard-quadzilla-adrenaline-tunes/

Alright here are the logs, not much to report hahah. lines labeled 5* is the run with a full 5* of timing Reduction 2.5* is the 2.5* reduction you can see EGT's vs DP vs timing I might need to open the vanes more to try and prevent spooling.

It is the converter. The lockup happens when there is fluid pressure applied to the lockup plate in the converter through the input shaft. The fluid cannot physically get to the lockup plate in "p" "N" "R" or "1" on a stock VB. The path for the fluid is just not there. Doesn't matter if you have the lockup solenoid triggered. @Dynamic can you grace us with insight?

$1000 is always my offer on any truck

truth. regardless still think the TC is shot. The tc can't lock in 1st as a result of fluid pressure. So it should not possible to be locked after sitting all night in 1st. theory at least.

Iyea half billet doesn't really jive with me either.

This morning I wanted to get some logs of Drive Pressure changes based on timing changes. I plugged my fuel pressure pigtail into my drive pressure sensor and started logging. Did some 0-60 WOT runs with the vanes set to normal and vanes set to 18cm^2 did some 35 mph locked pulls with vanes at 18^cm2 logging it all. half the runs with 5* of ttiming reduction and half with 2.5* of reduction. Came back started looking through the logs and remembered that I am running a debug version of the code on the ADR...which does not allow for TPS reduction to work DOH!! burned 3 gallons of fuel logging to get nothing lol..... at least I found that I am running 1:1.4 bost to drive ratio with the turbo on it's "race tune" and 1:1.2 with the turbo in eco mode once in 4th. DP climbs some in the upper end, but so would boost if I had some more load. anyways Turbo tune in "race mode" Turbo in ecomode I wouldn't call the drive pressures out of control in my current setup. my daily turbo tune is somewhere in the middle of the above. closer to race than eco. RegardlessI am gonna make my debug mode work with tps reduction so I can get the timing reduction changes logged so maybe we can see if pulling timing in high throttle low boost situtations helps or not.

Any canbus tuner. They all do the same thing

Dpc sells good quality good priced units

If you get a tuner that writes to the ecm then you will just overwrite whats in the ecm If you edge an edge then you will get a stacked effect If you get a quad adr then you will just alter whats coming out of the ecm. not preferred, but it would work fine.

Guessing the converter is shot, it should unlock as soon as trans pressure goes down if it is anything other than the converter. sounds like the clutch is binding

I would sort your code issue, then do a boost leak test. i doubt you have a tuner if you have a p0234 code. %95 of the tuners out there would boost fool.

I very much like them. You need to pull fueling down a lot at idle to clean them up, but you get a lot more meat under the curve. I would verify what brand and configuration they are. ETC are they 7 x .012 or 6 x .013 or vco or sac what cone angle etc. When you talk injectors that size you need to be careful to ensure they are right for your application. Mine are 7 x .012 vco at 330 bar in an effort to make them more dd friendly.