Me78569

My E32 has it, not bad stuff.

You are welcome glad it was an easy fix.

Thanks, I am trying my best to try and open up some of the mystery that goes along with the 2nd gen trucks. The better we understand things like timing the better we can tune our trucks. There is no reason why a piggy back system like the Quadzilla shouldn't be able to offer a user friendly tuning process that allows for the end user to get %70 or %80 of what EFI Live or UDC could do without having to pay someone an arm and a leg. I really need to do a dyno day now and record it haha. Beat my HP / TQ without smoke lol I am going to giggle when emissions come around again next year.

Here is showing the extereme effects of the new timing stuff. This log was from a 3rd gear pull locked TC from 30 mph up a 8% grade. you can see when I put my foot into it the timing dropped from ~17* to ~11* then held at 11* until boost started to climb, towards the end of the log you can see boost come up, at 99 on the chart, and timing comes up with it to ~23*. I hate to brag more, but smoke output is even less now. That run had 0 smoke even with wiretap turned all the way up. My truck will not smoke now, no matter what you do.

Adjust your pressure down.

Does your airdog have adjustable fuel pressure?

I wouldn't jump on the ECM dead thing quite yet. Normally we would see other issues. I would use a multimeter to check all the plugs / wires between the ECM and VP44 for shorts. nick

@CSM and @TFaoro are both members with Smarties that live in or near colorado springs......and well I like beer so I will be there if you come down. Maybe you can tour the high idle switch making factory aka my house lol.

Here is the article we have on that code Our trucks are extremely susceptible to electrical issues. I would go through the engine bay with die electric grease and clean and apply to every plug under the hood. Clean all battery cables and grounds. Next check the plug on the back of the vp44. Does your wait to start light come on as soon as you turn the key from off to run?

So I have been mulling over timing tuning for a VERY long time. any tuner that doesn't write to the ECM uses a map to decide when and where to add timing. Issue is that one map may or may not work for multiple trucks. A twin turbo towing setup wont need the same timing map as a large single truck and so forth. I am fairly sure that most of the tuners also just ramp up timing on a semi linear curve as load and rev increase. This works...kinda. There are situtations where this doesn't work. If you drive around on lvl 0 datalogging ECM timing you will see that it is pretty dynamic. It pulls timing if you romp n it at low boost and it walks up timing to ~23-24* at high boost and revs. when you apply a tuner on top of it what you get is the loss of some of that dynamic-ness. You end up not pulling timing down low due to the way that they alter timing. So from a post before here is the timing map of a short run, OEM timing only See the dip in timing at 29? That is what timing is suppose to do in high throttle low PSI situtations. Here is the pre timing changes from the Quad as of a week ago. Little hard to see, but you can see timing spikes when I step on the throttle. This is not that great for trying to spool a turbo. Now we look at the most recent changes. See the timing in Red fall as I spike throttle? This is an extreme example, but you get the idea. the best part is there are 2 new custom tuning varibles that allow you to choose how much timing you want to pull in this case, and also a scaling function to allow you to pull more timing on lighter throttle. this should allow for a ton of fine tuning to happen in terms of low boost high throttle ( over %30) situtations. Once 8 PSI is reached this timing alteration goes away and you are back to walking up timing as normal.

when you installed the new pump what idle pressure did you see?

Assuming you have the pcm then all you should need in cab to control the trans is a OD disable, button. Lockup is controlled by the PCM based upon speed from the, guessing, OSS. Are you keeping the dodge cluster? the PCM communicates via CCD bus to the interior stuff like cluster etc.

Where do I put my order in at?

I think the limits are actually 162.5 and 222.5

All of the wires need to be connected if you are going to keep the 97's electronics. If you have the full harness I would just connect it as you would for the dodge. I would assume if you are just going to put the body of the travelall onto the 967 that you have the complete 97, correct?

Have you driven in this same manner before? IE loaded with a camper at those speeds on the same types of roads? IE is the possible that this issue has always been there, but you have never driven in the manner before?

I would assume you are going to use the dodge PCM still correct? As long as you use the electronics from the dodge you shouldn't need to do anything. AWESOME project by the way. You better post up some pictures!

I finally got around to doing some data logging of what the high idle switch actually does. Here is idle state while coolant was coolish Timing with the fooler turned off was ~16*, flip the fooler to set IAT to 143*, and timing drops to 12.7* FYI On startup with fooler turned off timing has been as high as 22* with overnight temps near freezing. Summer timing is ~11.75-12.75* Once operating temp is reached OEM timing goes back to normal. Moving Timing Doing ~40 mph in 3rd coolant up to ~185 Fooler off timing was reading ~19.5* flip the fooler on to bring IAT up to 143*f and timing drops to ~17.5*

yep, I am noticing about a 1* retard of timing when I flip the switch on when temps are cold in the morning. More Videos Lvl 3 tuning only so no wiretap, Same as my race tune A smoothing function added to the wiretap. Same race tune but boost scaling raised to 40 Much improved over the race tune I posted yesterday.

The box is the same but I have been helping quadzilla by coding a ton of new tuning variables into the unit. So it is a new base tune flash that allows the user to make these tuning changes. The in depth tuning article I wrote has the changes listed under the V2 section.

Finally got around to doing some videos and Data logging Stock stock.csv is the data log Daily tune less aggressive but canbus + wiretap stretch at 1500 daily.csv Semi Race tune canbus plus wiretap stretch at 1800 You notice a good bit of smoke once wiretap starts applying. Moving the wiretap min PSI up to 12 psi or so should clean up all of that smoke. wiretap.csv is the datalog wiretap.csv daily.csv

If you live in the same town then it might be

I am willing to take those picture for you Csm....just tell me where to be

Alright, Some more information from driving. It seems that highest cruise timing comes when the quad reads ~15%-%20 load. The ecm was commanding ~16.5* I noticed that cruise EGT came down by ~100* when I turned the quads timing on which was giving an extra ~1.6-2* of timing at that part of the map.