Me78569

I see timing drop from ~17* - 18* down to 11-12* depending on rpm, It seems like a lot of change happens in the 1500 rpm area and ~%25 throttle area. Sub 1500 timing seems to be higher Now keep in mind 98.5-00 trucks don't report actual engine load across canbus, so my numbers are a % of total fueling possible. 01-02 do report engine load. The canbus fueling is always a value from 0-4095 4095 is %100 of possible fuel. So data overload @Mopar1973Man Here's that low rpm blip in timing I was talking about. Note the 16* of timing before 1500 rpm Here's a long slow pull in first, heres a semi stable rpm, with an decrease in tps then an increase Another semi stable rpm Here's some TPS change situtations Here's an increase in tps / load as rpms climb to above 1500 and timing drops Here's cruise state to higher tps input some TPS changes You can see some of that Transition from "cruise" to "performance" in the stock maps I am very likely reading the UDC stuff wrong. Full Logs attached iQuad-2017-09-12-11.30.16345023781.csv iQuad-2017-09-12-11.22.47-2035407688.csv Let me know if you want to see a specific situtation.

I don't see how it would damage the board, but who knows I suppose. 1 probe 2 devices is not the supported or recommended setup.

Nothing to add here, but I am curious as to the result.

Yes, I went out and jacked up timing higher than I know I should and I physically felt the truck "bog" or "lul" it felt held back as if you added #1000 into the bed on the fly. I did not notice and increase in EGT's at this point though. yes to little timing will cause the flame front to move later into the stroke and egt's should come up. I don't know if load will increase or not, but EGTs should climb.

Good info. I would be curious to know. We know that hole exists in the ~%25 load region of the map because of the data logs we have pulled out. Fuzzy math is a great way to put it. @Mopar1973Man I did some more testing today and I can say that if I over advance the truck, say 22* at 55 mph / 1500 rpm I can physically feel the truck needing more fuel / tps input to keep going. It feels as if the truck is being held back etc. Its feels very similar to how the truck felt when I was tuning the turbo, too small a vein position and the truck would bog, to much and it would bog, but htere was a happy spot in the middle.

Honestly my smoke output doesn't seem to change as a direct result of timing changes. Seems like I have a 1%-2% happy spot between no smoke and smoke. This is however very hard to test. To much is up for opinion when it comes to smoke.

True, load should spike though. So lowest egt at the lowest canbus fuel? Lol Tuning isn't hard, fine tuning is.

Define proper timing? lol White smoke and popping = too little timing popping along = too much timing. I get what you are asking, but there is a pretty large region of "ok" timing. Think of it as a P7100 truck. they running daily timing of anywhere from 15* to 21* on a stock truck. There is ~6* of "good enough timing" Now dialing in timing to be "perfect" we have to trail and error within the "good enough" timing. That's kind why I have been adding to that R & D thread. I make a single change to the tune then go out and figure out if it helped or hurt in a given situtation. Keep in mind that @TFaoro got some of his best MPG number with a smarty s03. The s03 timing is , as far as I can tell, %100 related to rpm only. So your tune doesn't really "need" to use the timing variables you can leave them at .5 * or something and use the rpm timing settings to define your curve. So for what you are looking for @mopar1973man I would create 3 tunes all exactly the same EXCEPT light throttle load. Do one with 1* one with 2* one with 3* and so forth. then do a run down to @moparmom 's doctors. Rinse and repeat. After you make a trip on each tune in the same manner look at fuel useage. It is too hard to spot a change driving down the road. You need longer term data on 1 tune at a time to compare. The longer the run the less stable conditions matter, the shorted the run the more stable conditions you need. Keep in mind that Light throttle timing is not calculated at the same time as fuel load or tps reduction. Think of light throttle as one map and TPS reduct and fuel load as another map. if fueling is below light throttle load limit then the map for light throttle is used, other wise the map for tps reduct and fuel load is used. In theory changing TPS reduction and Fuel load should have 0 effect on MPG while at cruise. You could also data log the same stretch of road over and over at the same speed / load / wind yadda yadda. Make a couple tunes then drive the same stretch of road over and over watching EGT's between tunes. in theory the tune with the lowest EGT's should get best mpg. This is where my 19* - 20* timing for mpg came from. running back and forth to Fort Collins with a given tune. I found MPG kept climbing as timing came up, until I reached 21* at 65 and then mpg didn't change.

MM3 injected. Think of it as canbus fueling. 104 is about %40 of the total possible. So you can see where timing dumps off is roughly %20 - %25 load

have you manually granted permissions to the app to access the folders? I know some of my rooted / cusotm rom devices require me ot set permissions manualy.

@Mopar1973Man Here's that timing drop I am talking about in the OEM timing. You top that 1600 mark and %20 - %25 load and timing drops of the face of the earth. ( the scale of this map is about %40 of MM3 if you look at other maps)

@Scottfunk thanks for your support. It helps the site and the info we produce stay alive.

This post is in regards to Timing reduction helping spool. @Carbur8tr and I had talked about this test. I ran 2 tunes. Both being my daily tune with 1 change. Tune 1 has 5* timing reduction the other have 0* of timing reduction. I set my turbo to ~14cm to make it more difficult to spool. I took the truck to 35 mph 1 psi boost, locked up the tc and went WOT. This was the same stretch of road, going WOT at the same street sign, 2% uphill grade I labeled the tune with 5* timing reduction "reduct" full chart Boost vs timing EGT vs Timing Note the EGT's are higher on the run with Lower Timing, This supports the theory that reducing timing puts more heat / energy into the exhaust. Hence the theory why less timing = faster spool. RPM vs Boost So what did we find? 1. there was no noticeable difference in 0-5psi spool. Both runs struggled to get boost off bottom. 2. once Boost hit 5 psi there seems to be a noticeable diffence in how fast boost comes up. Note line 40-50 Boost comes up much faster on the timing reduction tune. the reduct tune had ~ 3* less timing at line 40. I might go ahead and change my tune some to pull less timing, maybe 2* rather than 5. I am curious why there was no difference in the 0-5 psi range. Any thoughts @AH64ID? Maybe just not enough volume of exhaust to spin the turbo? Attached is the log timereduct2.csv Again these tests are not meant to be Gospel only some road testing of things I find curious.

Man I really digging this one

I don't have any issues saying "no" lol. This one seemed cool though.

I will need a load % measure measurment for those situtations. My trucks fueling at those numbers will be a good bit different from yours. The smarty logs should have what you need in all situtations. Keep in mind I couldn't find ANY example in the smarty logs that timing wasn't %100 related to rpm. IE smarty timing doesnt appear to look at anything other than rpm for a value. I don't understand it but that's what hte data shows. The splitter is on my desk still. I have to put the female plug back on for you. @Mopar1973Man Alright heres are some numbers for cruise state on the edge 1200: 17.75* seems about average for cruise 1500: 19*-19.5* seems about average for cruise Above that I am unable to keep load low enough to keep the ECM from pulling timing, so 1700: 20* 2k: 17-18* unless I pull off the throttle then timing spikes to ~22* This matches your MPG number from way back when dropping off after 55 mph These numbers are with Boost up, so I am assuming the edge uses Boost as an axis for the timing. 2500: 24* 3000: 28* Max: 29* this is pretty hard to make a make off of since the ecm is pulling so much timing after 55 mph.

you asked at 65 mph. Those numbera sre impossible to put out because of varing load. Consider the maps in place and you see that I could give you 4,000 different answers. What load are you looking for for each of those? Have you looked through my data log repository for the Smarty numbers?

opitimal timing is related to rpms and fueling. I know the smarty s03 puts timing at ~20* at 65 on my truck I know the edge puts timing at 21*-22* at 65 on my truck

It won't build more boost unless you get a boost fooler on the ecm. Anything over ~24 psi and the ecm will defuel.

Victory is mine. Looking in the pass side door I sneezedlooking in the driver side Backed up from the driver side

I have 2 more welds to cut and the wall is ready to push back. pretty excited. Damned batteries dont last long enough on the sawzall.

that would be my guess. For whatever reason 01 is the only truck that doesn't have that input.

halogens can only do so much. HIDS in a good projector just smoke even a relay modded sport housing. Width and light down road

Taking this wall back ~4 feet. Got one wall done and working on the other now.

higher the RPM the shorter the line delay is.