Me78569

Nope, %12 more. on a %100 stock truck the ecm will ask for a fueling command of ~3600 ( I think 3634 is the biggest I have seen) on the data stream to the vp44. The data stream is a 12^2 message so the biggest possible fueling command you can have is 4095. here's stock Max fuel possible via Canbus tune ( ECM output) from the Smarty S03 tuner This is why we have wiretap in the 2nd gen world. The Communication protocol that was build for the ECM to VP44 commands does not support a fueling command greater than the slot for 12^2 or 4095 in size. The ecm may support bigger... but it can't send any bigger. The vp44 world is a sad sad place.

Nope that was lvl 0 so the quad was only reading the data stream it was not sending data. look at the canbus fuel lines, they stay stable, but as soon as they are stable the SAE PID for load drops to 0. It is simply that the ecm is not reporting SAE load as spec'd. I see this over and over in the canbus stream. the outputs from the ECM are not reliable in a sense that you are used to. My best guess is since the vp trucks were a stepping stone for dodge / cummins / bosch to get the the CR trucks, we got tuning that was taken from already in place systems. Some things work others don't. I will never argue that UDC pro is more tuneable when it comes to making the truck do EXACTLY what you want at any given point in the maps. However The Quadzilla gives vp44 guys the ablity to dictate a multi axis, linear on each axis, timing curve. It gives us wiretap and it does so for a good bit cheap and with much less of a learning code. Simply put it is a simpler tuner that offers some of the perks of full custom tuning. different strokes haha. It is but vp trucks have a different set of limits to them. fueling via electronics can only be increased ~%12 without wiretap. We have mechanical injectors so we are limited on the injector size we can go to without smoke being an issue due to the hole size. We cannot alter injection pressure etc. UDC pro is not a great fit for midly modded vp44 trucks. it is too much money and too complex for the return. Now in the CR world it is worth every penny.

Load on the Quadzilla is 0-4095 fueling. being 0-%100. Actual engine load as SAE defines is not reliable on a vp44 gen cummins. Some trucks report load that works, others like mine do not. My Truck Tylers Truck Ya if you want to learn tuning stuff for a CR truck this is not the thread. the vp44 world is a strange and sad place.

You're right you cannot adjust only a section of the map directly. that's outside of the design spec for the tuner.

I understand the desire for 3d maps vs "virutal maps". Sadly the 3rd maps were not a possibity with the technology we had at that point. 3d maps give more control, but there is a point of diminishing returns when it comes to what the average 2nd gen guy will do lol. as for maps they aren't as pretty or easy to understand, but it works. However easy to use with timing results that offer more tunablity than the market had was the goal.

Comes down to a happy medium between user tunablity and complete control. really to the limits of what a piggy back system can do, and other than UDC pro more control that what we had prior to ~2 years ago haha. I have already seen a number of issues related to old trucks and the sensor inputs. IE: the data stream from the ECM not having reliable data to tune based on.

The Quadzilla allows you to set a * of timing pull when TPS goes high and boost is low in an effort to spool the turbo. This is a seperate map within the Quadzilla being %100 pull of the define timing * at 0psi and 100 throttle. then as boost comes up or TPS reduces that % drops off pulling less timing. This pull can be applied at any point the base timing map if boost is low and throttle is high, typically you would only see this low in the map. you can see 2 data logs one with timing reduction set at 5* and one at 0* The main timing calc is all based on the desired timing at given rpm interval. This would be in a perfect world if duration was at %100 and boost was up you would get the given * of timing at that rpm. Effectively building one axis of the timing map. So at WOT %100 load you will get no more timing, in *, at each rpm than the below setting. So this image would give 15* across the entire rpm band. The other axis of the map is built on the fly, using variables to pull or push timing based on load. Light throttle / Load timing allows you to increase timing above the above desired amount IF load is below the user defined limit, typically %30 load. The amount of timing added increases as load decreases, so you would get the most added timing at 0% load and less added timing as load increases. As soon as you hit the user defined limited then the Quad stops taking this variable into account and uses fuel load timing to pull timing down from the above equalizer. So "fuel load timing" allows you to define how much timing of the base curve is controlled by load or % of fuel used, so at less load it will pull more of the timing from the base curve in the equalizer above. As load increase to %100 then timing increases to the defined amount in hte equalizer above. the total amount pulled possible would be fuel load timing. the Quadzilla does not use OEM timing at all after coolant temps reach ~140*f Examples RPM Timing 1500: 17 2000: 20 2500: 23 3000: 26 Max: 28 fuel load:3* Light Throttle: 2* light throttle load limit: %30 high throttle reduct: 1* Conditions: 1500 rpm load = %15 Total timing is 17* + ((%100-15%) load x 2*) = 18.7* Conditions: 1500 rpm load = %40 total timing is 17* - ((%100-%40) x 3*) = 15.2* Lol clear as mud?

So would you keep timing pulled in that area regardless of boost? Should timing come back up once boost is up? IE: say that somehow RPM's don't change, but you go from high load no boost to high load high boost. I would think it should since as boost comes up so does charge temp and pressure, resulting in a faster combustion?

I was looking at an 01 I guess, Here's the 00 maps to match my truck trans steady That timing "cliff" is right at 25 mm3 so that matches what I see better. Man I love learning stuff.

So the timing hole should be in the %50 fuel region? Can you explain the difference in the 2 timing tables? Is it using one or the other or both at all times?

@NoMercy Z06 Can you data log you killing the truck by blipping the throttle?

that wont work, manual trucks would loose anti stall.

Some auto trucks have it. It is a mix match of 01-02 that doen't report TPS input on cruise control. Some auto trucks.... it's enough to drive me crazy @NoMercy Z06 It is still baffling to me that your truck will actually die.

You wish, Some auto trucks have electric cruise control.

Thanks. I will think.

I can't use TPS as a signal because some trucks dont show tps when Cruise control is on. kill me now I know you have said it before, but can you go through the conditions again so I can understand the root issue. There may be a better way to solve the issue.

haven't even thought about it. I suppose I could smooth if the tuning profile has auto selected. I will think about it. I know you have said it before, but can you go through the conditions again so I can understand the root issue. There may be a better way to solve the issue.

I would love to see a data log of that. Very interesting.

another good one for knocking out server issues.

It works either way, If you have all these timing settings at 0 then the equalizer will be an OEM + specified amoutn of timing, if you have values in the below timing variables then it iwll work as it always has. I really dont like this tuning method as I feel it doesn't do as good of a job on the timing curve, but it is more forgiving in terms of what hte truck likes.

The 1998-2002 v2.5 profile? Is the device connected to cell or wifi? weird I hate technology sometimes. Theres the flash...I think haha ADRV2easytime.exe

I noticed in your screen shot from the other thread "light Throttle Load Limit" shows a PSI number. The current vehicle profile shows % Open your app up > opitions> select vehicle > reselect 1998-2002 profile it should prompt you to update, check yes, your tunes will still be there. and see if that tune screen shows the % rather than psi

Might not be the answer you are looking for but that's the best you can do outside of a dyno honestly. Like I said before you can choose the same stretch of road to data log on, say 1 mile. Make a tune change then drive it in the same manner over and over. check the differences and see if you can notice lower EGTS less fuel etc.

I was never a huge Garth fan truthfully.

unless you have a way to hold conditions exactly stable there is not real good way to find optimal timing. The way we deal with this is longer data samples. create multiple tunes that are the same execpt for light htrottle timing. Do long runs one tune per run and see if MPG increases or decrease.