Me78569

I will have to dig it up, but it is a standard 8 pin molex used in computers etc.

Another leg done going through yellow stone 15.4 mpg. Headed home today so it should be all highway, we will see if I care to do 55 or if I end up wanting to get home faster.. I am going to be curious how my truck does with the new tires and no camper.

MY DFI injectors have been great so far, but I rarely, if ever, hear anything bad of DAP. I would call DAP and try to talk ot Jacob.

Any trail bad enough to need serious flex or suspension mods is too rough for our big trucks. I retired the truck from 4x4 trails as I was breaking stuff that was unrelated to suspension simply due to the size of the truck, ie not being able to make a turn due to length etc. Stock suspension is more than enough to handle anything the truck should be on.

Hey my starting point is 84 right now. However the altitude is HUGE in terms of how much fuel you can throw at it. I was running a smoke free 94 starting point down here at 2000' Curious part is my mpg didn't suffer between my 84 starting point and 94 starting point.

Good to hear that you are still smoke free starting at 100. I really under shot your first tunes lol.

Curious to see what you hand calculate. Any smoke off idle starting at 100? Or is smoke only in wiretap range?

Agreed that you can stack them. I would sell them both and get a all in one setup though. Stacking always seemed like a lot of "what ifs" to me. Prob me being dumb but ya I think you would be happier with a quad or edge.

Less mass and better highway tread means less tps to keep moving, you would be surpised how fast timing drops off with just a few % tps increase over 22 or 23 Last fill for me was 15.56 mpg which isn't bad at all considering we were driving in glacier national park all day. Very steep and 25/35 mph speed limits, stop and go. I have been mulling over the timing stuff. I am going to change the timing map to use load rather than boost. So it will be load vs rpm. This will allow me to create an island for a few more % of timing at cruise. I still don't know how to allow for "custom" timing like we do canbus.

Agreed healthy tires and some basic tools for fixing a f up and you are set. Use your sense and enjoy

Remember we are not tuning based on boost. We are taking the oem tuning, as it is pretty good, and increasing or decreasing the end result of the oem tune by a % to get rid of smoke or increase power. Mike you should be able to have your cake and eat it too by starting low to keep smoke away then making a 2-4% just at 2 is psi the to your normal % by cruising psi.

What I have found. I had to buy tires yesterday, went with normal highway thread tires. My timing values are up at cruise by about 1* compared to the old heavy mud tires I had. I can drive now with timing at 20* provided, rpm are under 1500, canbus fuel is under 1100 and tps is under %20 More to add later

Stuff from the internet people forgot about.

im sitll trying to get through it myself haha. The more I read the more I think my number is about right. What I am seeing on the screen matches what the above tables show. Keep in mind the base table may not be in the smarty stuff. What I see in the smarty stuff is the adjustment tables, but i dunno man too much reading and strange info. As a side note I think I might try a change on the timing map, I am thinking I will try a load index rather than boost. Load will give a better way to say the truck is at cruise rather than high power. It should allow for more timing at cruise vs what we have right now, without having to guess if we are at cruise or accelerating.

digging through my internet looking. http://www.turbodieselregister.com/threads/113710-VP44-Timing/page2 From Jdonoghue http://www.turbodieselregister.com/threads/190100-Inside-the-ECU/page10 What he is saying says that my numbers for timing are off, I was reading the string and moving decimal by 2 places as a guess. He is saying -6* = 0 and 60* = 4095 in terms of decimal numbers in the message, which doesn't make sense because I am seeing timing messages of 2400 pretty often, from the ECM, which would be over the 30* So back to the drawing board I suppose, my numbers almost make more sense than his. And more

Issue is we need to know when it starts to smoke offidle so we know where to set the starting point of the tune. Upper end smoke is due to wiretap and we can deal with that once we figure out your MPG issue. Different issues. I think your issue is %100 that the tune starting point of 95 or 97% is too low. It doesn't smoke because it is underfueled. Say it doesn't start to smoke until a starting point of %104, MPG numbers will be low is you start from %97 because you are having to use too much throttle to overcome the low starting %. We need to find what % it starts smoking at offidle, lvl 1 is useful for this as it takes everything else out of the equation, however lvl 1 will not allow for any fueling over %100 so you might need to test on lvl 2. I am currently running your tune nearly smoke free so I know you can throw more fuel at the engine off idle. This will allow for less TPS input to go down the road which will result in higher timing from the ECM. You would be surpised how fast timing falls from 21 or 22 down to 15 or 16, It happens quick after ~22% throttle

AH64ID that's sort of what I was thinking. I am guessing the timing is a lot less exact. The numbers I am seeing make sense for the data stream, but I dunno. The way the quad takes in and adjust timing reflects the numbers being right....IE there is no fancy math going on to make the timing advance setting work into the map, it is just the user defined advancement based upon a predefined map of how much to use. . Mike, did you get a chance to update the tune via your phone? I wouldn't bother trying ot calibrate just yet. I am running your tune right now nearly smoke free so I know you can run a lot more fuel. How much is to be found out. You can use lvl 1 to find your starting point. Set your power reduction to 100, then set to lvl 1 and see if you get any smoke, if you don't then we need to add fuel above stock ( honestly might need to since your injectors are smaller) If you do see smoke, then we drop the % by 1 and try again until we find a good % to start at. Once we have a starting point you can build the rest of the tune using the % you found above. I think Mileage will come up to match the edge. Then you can start playing with the 3-6 psi area and timing advancement to get MPG where it needs to be.,

I see ~18* at that load and rpm. But I am guessing in regards to how the ECM is commanding timing. It might be on a different scale or something strange. I have read that the vp44 in stock fashion maxes out the timing at high revs. Marcos posted along time ago someplace that max timing was about 30* I wish I had some documentation on it lol.

Those numbers seem very low for overall timing. Do our trucks retard timing after TDC? From what I have read from various places the vp44 uses a timing range from about 8*- 30*. The timing value I see is right in that range. Idle timing when warm is 16* When cold 24* Are the numbers that I am seeing way off?

as a side note tyler. Timing scaling is reversed what I thought it meant, if you have %100 then you get the full timing if you have 20 then you get %20 of the timing.

Very interesting.

Good that means we are heading in the right direction. With the tuning you really should have your starting point as high as possible while keeping smoke at a good level. If that starting point is too low you will be using much more TPS input to go down the road and lower timing. The tune you are running now has timing scaling set to %30, which would also hurt MPG....now that I read through the code. You should custom tune what I PM'd you with timing scaling at %100 to allow full timing advancement.

....so how badly do you want that dash and door panels and bezel? I mean if you are just taking it back up to Denver to get stoeln I might as well get some parts first Or I guess let me know where you park it...

I am digging deeper into the code for the timing stuff. It appears that the timing doesn't work as they say it does so the timing advancement was not as great with the latest tune. As for engine load I have no idea if the ecm repors it. the pcm reports it, but who knows how that number is calculated or where it comes from. I am still sorting out the code, but I think we are making progress. Mike, you said the last tune was "better" corect? So at least we are working in the right direction?

There is a tuning issue here, the truck doesn't lose %25 fuel economy because it is feeling bad. Not saying you aren't right but there is more to it. Tyler So in theory mor timing advancement at low load makes better mpg, correct? I am gonna talk with Spencer about opening up timing. It is very helpful to see when tuning. Our trucks seem to sit between 14* and 24* Durning normal operation. This is of course assuming the timing is displayed how I think it is.... Ugh