Me78569

217 is pointing to the issue in my opinion. How many miles has it been driven since your ex friend did all of this? I would agree if the fuel was that bad that you should clean your injectors, or pony up for a new IP and injectors if that doesn't work, but I would ensure you sort out the po217 code first.

Nope just auto correct. void setup* lol

Right now I have it doing a full sweep times 3 when starting the uno. It's in the voice setup. The first page should have it.

Are you watching drive pressure ed? Thanks I will ensure I do a power supply rather than run on truck power and my turbo doesn't do a sweep when plugged in. ( i'll have to update at some point.)

Alright just bench tested the new dpmanage section, which is the same as the EB section with different limits, and it works really well. How I envision it working is from 0-30psi it works off the boost map with a drive pressure that is unmanaged. Assuming the worse case 2:1 ( whihc I think it a little high of a guess) that will show a max of 60 psi. once boost crosses the 30 mark then it will try and keep the drive pressure at 50psi. Assuming a max boost pressure of 40psi that puts the ratio back at a much better 1.25:1 I am guessing that on a hard run the drive pressure should be near 50psi once the 30 psi boost pressure is reached and the ratio will be pulled in from there. Thoughts?

I have updated the first post to reflect the changes made recently.

that is what is happening. the vein kick open some then boost comes up but the next boost step level is below the kick open for the dp manage. Just a bit hassle. I am working on a dpmanage now if drive pressure goes above 50psi as a safety thing, but nothing in terms of actively managing the dp. Once I can get it on the truck and tested in the real world I will reconsider spending the time to figure it out if it needs it. correct me if I am wrong in my thinking, but shouldn't a correct boost map and correct fuels prevent DP issues up until the max is hit? What I am struggling to accomplish is imagine you are on the throttle and boost is raising along with drive at a 1.5:1 ratio. Once you hit 35psi then your drive will be above 50 psi. I guess there needs to be some sort of loop to manage DP at 50 psi ( similar to the eb setup) while the boost plays catch up and reaches it's max. So if you are on the throttle hard and dp is raising up to 50psi you should be able to jump out of the map and into a manage loop that tries to keep DP at 50ish psi correct? am I missing anything? I guess I could scrap the boost map above 30ish psi and move to a dp manage %100? thoughts?

I think I am gonna scrap trying to manage Drive Pressure when just looking at the boost map. I will tune it once it is on the truck and manage DP by reducing fuel if need be. If it becomes and issue I will write something to try and keep it in check. I just don't like how much it jumps when it is trying to manage dp. I feel like it will cause surging issues and so forth.

Here is some code that I wrote for manaing DP while the pot is active, Can't imagine as situtation that dp would get out of control with the pot active, but none the less it is needed. else if (SwitchPosition != HIGH)// && ThrottlePosition < 30) ** had to comment out the TPS input for testing as my pot was giving off too much noise. I will renable it once I connect it to the actual tps lead. PotManage (); //vein position is pot value //Ensure Pot doesn't cause Drive pressure to go over the maxexhaustpressure **look at more void PotManage (){ int Rate = 11; // added to make ManageRate grow as exhaust pressure rises to max and above. int ManageRate = ((ExhaustPressure - MaxExhaustPressure)+Rate); if ((ExhaustPressure + ExPrsBuffer) <= MaxExhaustPressure) DesiredPosition = PotentiometerValue; else if ((ExhaustPressure + ExPrsBuffer) > MaxExhaustPressure) DesiredPosition = (PotentiometerValue +(JumpSize * ManageRate)); DesiredPosition = constrain(DesiredPosition, 0, 999); }

So I have been doing a good bit of thinking in regards to how to get the boostmap vs drive sorted. what needs to happen is: - Drive pressure should be expect to be in the 1.5-.18:1 ratio until 15-20ish psi to help get good spool. Veins should remain at 235 position until 10 ish psi - Once 20 psi is reached then the veins should open at a faster rate to try and manage dp Now this could be done using the single boostmap, but is there a better way to do it? should I try and write something that tries to keep dp closer to 1:1 once the turbo is spooled? Issue I am having is the turbo seems to want to jump around a lot if I try and mange the veins outside of the boost map when drive gets out of control. This is all theory as I am still bench testing, but I don't really like the results of any DP manage section i put in place. I might need to just put in a Vein position manage program that happens if the DP gets within x amount of the max, otherwise stick to the boost map. I understand that this is about as clear as mud until I get the think put on the truck as tested in the real world, but still thoughts?

When I get the time/ money I will be installing morimoto bixenon projectors into my stock housings. I did this on my 89 BMW and the improvement is truly astonishing. you can find the full kit for $200-$300 on ebay. Very easy to install and the results will blow the sport housings out of the water. The only downside is the bulbs are a non standard type, so it is recommended to keep some in the glove box. When I do get around to this I will do a write up on it.

Never know when you might run across big foot???

52psi is about the max on the stocker. I am using a 100psi for both though. The program can use any sensor, just have to map the values in the sensor read section.

I believe cowboy already allows for adjustment of Maxexhaustpressure in his setup.

thanks, dont worry about coding anything haha. I will get it done one way or another haha.

not you rent the smarty, flash your ecm with the smarty, return to stock with the smarty and send it back to DAP. Leaving the tune on the truck will effectively make the smarty a paper weight.

Cowboy, so I made some changes to the eb manage //Manages the apply of the EB void EBManage(){ int Difference = (ExhaustPressure-(MaxExhaustPressure - ExPrsBuffer)); //set a buffer make sure max ex press doesn't get hit. Difference = (Difference / EBCalibrate); // I used / rather than * as the * ended up applying too fast. the turbo was "snapping" open and closed DesiredPosition += max(Difference, -10);//This way it doesn't close the veins to fast DesiredPosition = constrain(DesiredPosition, 0,999); }

I would get the setup. The MPG mode will pay for the cost of the switch, depending on how much you drive, pretty quickly. High idle can be used for more than just warming up the truck too. For prolonged idling it comes in very handy.

The switch will fool the ecm into thinking it is cold out. this has a ton of advantages. however your ecm, if it has the latest flash, will enabled 3 or 6 cyl high idle on it's own when it senses that the temp is cold enough.

Well I got your updateLCD and bargraph in and working. MUCH faster than my method of writing at the send turbo position section. Plus the bargraph is pretty cool. When my new screen gets here I am gonna have to change a bunch of it though. first post has been updated with the current code

Thanks, spent the day working on getting my LCD working. I have that working and boy that slows things down. I have it working pretty well again. I am gonna take a peek at your code now.

Just an FYI It seems that some people say that the turbo really only responds to vein position values of 140-960. people have reported that values above or below that can cause issues. I have not seen this, but it is worth mentioning. Mind attaching your whole code at this point? Double Edit, You are really making me dream big here lol. that new code you wrote for the menu could be used to select tow mode or street mode, egt mode etc etc etc.... haha my wife is gonna hate that this is now a possiblity

So after a good bit of reading in regards to the he351ve it seems that it almost likes the have a exhaust pressure that is 1.5 or higher compared to boost. I am thinking ( think is in my mind how it needs to work, not real world tuning) that we need to have the Drivepressure only managed when it gets up to the max limit rather than trying to keep a 1:1 all the way through. a 1:1 ratio might cause more lag than wanted. Again practice vs theory. I am gonna mess with it. my lcd screen gets here today so I will have a better idea of what is going on when bench testing. Edit: Just watched the lastest video, looked at code and that's pretty cool.

Regardless I would like to see it. Always curious. You don't need to Comment it too much, if I have questions I can ask.

Haha you've been a huge help. I am excited to get it on the truck.