kzimmer

"Welcome to Colorado, where we roll doobies, not coal".

I don't think I've ever seen the option to report. Does this usually pop up when things go wrong?

I know I kid I kid. Hahaha that's hilarious though. I almost wish there were emissions tests where I live, just for the satisfaction of passing.

Pull up to the test stand with 150% canbus and some wiretap, leave a cloud. And then set it to level 1. Lol.

Can you touch on this a little bit? I'm trying to imagine a scenario where adding grounds would be a bad thing. I could see maybe adding a chasis ground to something that already has a digital ground (ecm, apps, canbus sheilding) inducing some loop current / noise I suppose. Just want to make sure I know what you're getting at here.

Back to VP!

I accidentally ran 23* today in a situation where lvl 0 wanted 18*. Saw an immediate drop in boost from around 12psi to around 8psi, with a noticable drop in both EGT's and canbus fuel. Not too bad of a rattle either. This leads me back to my previous assessment that my fuel setup is retarding final injection timing. So my timing numbers might be significantly higher than others with the same end result (peak combustion at 15* ATDC ideally)

Interesting. Mine won't make it to that directory, which makes sense since it fails to export. Now... Are there any error log files stored by the app that might point us in the right direction?

Well, I guess I'll take a second shot at typing this, since for some reason it didn't send and 'poofed'. Must be Monday. So, I haven't done a ton of tuning, but I made a little bit of progress with my plans of tuning timing on my truck. Even in the flattest part of Canada, its tough to do steady state tuning with minor changes in wind/grade... Especially since I still haven't been able to export my logs. What I really need is a dyno... But I'm too cheap, and especially can't justify the cost while I'm in experimentation mode. But, I digress... Here's the issue I'm having: I need the Max timing limits increased, especially for 1500 and 2000 RPM, and possibly 2500, not there yet. Confused? Think I'm a meat head? Haha. Perfect! Let me explain. So, if you recall, the goal for my timing tuning is to get a timing curve as efficient as possible using logged data from EGT's and canbus fuel levels. I want to use the Max load timing feature for this, and I'd like to avoid the cruise timing feature. I'd like my timing map to be dynamic enough without applying cruise timing. I really think this is doable and important. Load timing should help facilitate this. I decided I should switch directions a little and get a good starting point by comparing lvl 0 (stock) timing to lvl 3 (custom) timing. What I learned, is with load timing at 3*, or even 2*, I can't event reach stock timing advance cruising at 1500 RPM, with Max timing set to 18* (upper limit). I have a 3.54 rear and 35" tires, so this is important. My highway 100km/h cruising RPM is like 1650. Yes I know I can enable cruise timing, but I really think this would be a bandaid, and only help things at steady state cruise, no hills, no towing, etc. No good in my amature opinion. With load timing set to 2*, and 1500 RPM timing maxed out at 18*, I'm still at least 1.5 * - 2* below stock advance at steady load, whereas I'd like to be more advanced because of my fuel setup. I have similar issues closer to 2000 RPM. I can only assume this is likely the case for many scenarios, and not just cruising. This kind of renders the load timing feature unusable for me, and I'm a sad panda at this point. @Me78569, tear my post apart! What do you think?

Definitely have e-mail setup on the device already, so I guess that's not my problem, but very good information to have, thank you. Crap, I found this directory already and made sure I had write access to it. Created a folder inside to be sure. Thank you for your help. Back to the old drawing board! -Kole Edit: Is it possible there is some sort of working directory where it processes the log before it exports to that location?

I'll have to double check, I want to say I have around 1.8 GB RAM while apps are running. I don't think this is an issue, since a 3 second log still has the same issue as a 3 minute log. Exactly what I'm thinking. I would just really like to know the directory and files being written to so I can check read/write mounting and permissions. I'm rooted so I should be able to take care of it if the app developers can just give me a file location. Everything else works great, unless I update it android 5.0.... then Iquad won't connect even though all bluetooth devices work awesome, including my cheap chinese ELM327, even the Iquad pairs, the app just doesn't communicate. Definitely some shortcomings in the app that I would be interested in trying to fix. One thing at a time though, haha.

Any insight on this @Quadzilla Power? I would very much appreciate the help.

Hello @Quadzilla Power, I've been having an issue since I installed my IQuadBT that I'd like to rectify. For the most part, everything is great. I have quite a few intermittent connection issues but I've learned to deal with them. The biggest problem is the "Failed to Export" message I get when trying to capture a data log, of any size. I really need to do some data logging on my primary device, an Android In-Dash head unit, running version 4.4.4. I can export on my Samsung Galaxy S4 running 6.0.1. However, my tunes are on the in-dash unit, and there is no easy way that I know of for switching tunes back and forth. And all of my tweaks and changes are on the primary device. The device is rooted,and I ran fix permissions and wiped the dalvik cache. Still no go. I'm ready to try anything except for flashing a different android firmware. Can you guys help me out troubleshooting this? It seems that Iquad can't create the .csv for for export, so maybe there still is a permission issue of some kind. Any and all help is appreciated. Thank you, -Kole

I'm pretty excited to get going on this, but my next day off isn't until May 13th, and I have some side projects to get ready for camping season as well.

I have some ideas regarding timing tuning that I want to start tackling soon, but I might not have the time this month. I'm day four of ten 12 hour days in a row at work. I need to find an open, dead road, or a track, or a dyno, but i'm cheap. I want to work on a bit of a highway mileage tune, that will likely be my daily driver. What I'm going to try next is disable cruise timing, disable low psi timing reduction, and max out load timing @ 3 degrees. With these parameters, I want to hit the highway at set the cruise at various RPM's (1500, 2000, 2500, 3000) based on the RPM timing chart. Might have to make an exception for 3000 RPM for obvious reasons, haha. I want to data log EGT's and CANBUS fueling at all of these RPM's at various timing settings, in increments/decrements of likely 2 degrees at first, then 1 degree, half degree, etc to dial in the timing setting that nets the lowest fuel consumption without knocking like bastard. Depending how ridiculous my RPM Max timing settings look, I can fine tune with adjusting load timing, and introducing some low psi timing reduction. I have done a lot of reading about diesel fuel injection timing lately, and it's become very apparent to me that the same # of degrees BTDC of INTENDED injection timing for you and me could net extremely different results. You might have stock injectors with pop pressures dead on factory specs. I might have 7x.014 injectors with pop pressures set a little high or a little low. The different fueling characteristics could have a huge affect on actual final injection timing. I'm guessing VP44 age/health may even affect things to a certain degree. That's why I think it's important to use the measured data available to us to come to a solid conclusion. I suspect that my fueling setup is causing a sizable retardation in final injection timing. I guess we'll see! -Kole

Thanks, it's running pretty good. I'm exercising the boost limit at 45 psi now though... I can force an intentional slip in my trans at low rpm 55+ psi... And I just put the damn thing back in. Should have swapped in a manual. Oh well. It's not so much the RPM I was worried about, but the rough off balance idle. I believe its an SO pump, unless someone replaced it at some point.

Here's an interesting snip from http://dodgeram.org/tech/dsl/FAQ/timing.htm. I can't remember if this information made it into this thread. This is based on Advancing/Retarding static timing on a P7100, but the same principles should apply to our dynamic adjust ability on the 24 valve engines. I could see myself playing for hours... days...weeks... I need a dyno.

Agreed, and no problem it's my pleasure, that was fun as hell! That's tough, because no matter how much I snap from 0 tps, I get the same puff every time before the Quad "takes over". The LVL 3 video I gave a very feathered 2-5% ish throttle before I floored it to remove the puff for the video and for tuning, because it can be misleading. That's a good idea. I started at 4* first and 3.5 seemed to yield an improvement in smoke. I'll play more. Yes, no problem, although it might get a little sluggish. That being said, I think I could get dangerously close to 100%, still destroy a stock truck, and pass emissions. I hope I don't need injectors, these ones have less than 13,000 KMS on them. But they are cheap ish... I think I might take 0.5 - 1.0 degree timing off 2500 and 3500 rpms and see what happens. Thanks for putting it on YouTube, that's awesome! If anyone is curious, 0-30PSI spool up time was 3.3 seconds on stock Level 0 smoke, and 4.0 seconds on my Level 3. Only a 0.7 second loss, so far. I think I can improve that still. Anybody with compounds have spool times logged? I'm very curious what the norm is. -Kole

You can see the RPM floating around after I let off. Timing is doing something weird as well. It's sitting higher than normal. I don't know which one is reacting from the other. Canbus fueling is messing around as well. Did not include that on this chart but it's in the data.

I had some spare time after work today, so I did some WOT runs from a stop to try to start nailing down a decent tune. I have attached 2 logs and 2 videos. One set is Level 0, the other set is my preliminary daily driver tune on level 3. Here's my hacked up dash and android head unit, haha. Here is the Level 0 Video and log: kzimmer_Lvl0_Mar30_17.mp4 LEVEL 0iQuad-2017-03-30-06.58.412080200830.csv And the Level 3 video and log: kzimmer_Lvl3_Mar30_17.mp4 LVL 3 iQuad-2017-03-30-07.07.03442291080.csv The video doesn't really do the smoke on level zero justice. It's ugly. I haven't picked apart the logs yet. Level 3 the smoke cleans up fairly well. Can't take it all away or spool up time suffers too much. However, after my WOT run on level 3, I got a rough, low idle as soon as I came close to a stop after I decelerated. Sounded pretty unhappy. Tough for me to describe but it sounds similar to a couple of the other fellas. Almost like it was struggling to keep running or at least maintain idle. This lasted for maybe 10-15 seconds at most, and it cleared up and ran fine after that. I think I blipped the throttle a little bit once which may have ended it. It should be caught in my level 3 log. Here's Rev 1 of my DD tune. Thanks to whoever I copied the template from! Power Levels: 9 RPM Limit: 3200 Maximum Valet Mode Power: 40% Maximum Fuel Stretch: 1200 TPS Pump Maximum: 100% TPS Pump Minimum: 50% Minimum Pump Tap Fuel Percentage: 0% Pump Low Boost Scale PSI: 25 Boost Scaling: 40 Max Load Timing Offset: 2 Low PSI Timing Reduct: 3.5 Timing Reduct Scaling: 100% Cruise Timing Adv: 4 Cruise Timing Boost PSI Limit: 20 Timing vs rpm 1500: 15 2000: 18 2500: 22 3000: 24 Max: 26 0 PSI %: 67 1 PSI %: 67 2 PSI %: 67 3 PSI %: 67 4 PSI %: 67 5 PSI %: 67 6 PSI %: 68 7 PSI %: 68 8 PSI %: 69 9 PSI %: 70 10 PSI %: 71 11 PSI %: 72 12 PSI %: 74 13 PSI %: 76 14 PSI %: 78 15 PSI %: 80 16 PSI %: 82 18 PSI %: 86 20 PSI %: 90 22 PSI %: 96 24 PSI %: 102 26 PSI %: 108 28 PSI %: 114 30 PSI %: 120 That's all for now. I still need to rip through the logs and see if I can find anything interesting.

Haha, yeah that's probably true. However, the shop I deal with warrantied the first one, as they said it would handle the power, and they built the VB. They traded me straight up for a 48RE converter this time, and put a different mount on my pump so the 48RE converter could fit. They think she'll last, so we'll give it a go, haha. Upped the line pressure a little and drilled a couple more "speed holes" in the VB. I could have spent the extra $800 CAD for a triple disk... But I didn't feel right about doing that on my stock input shafts, especially on my locked 3-4 shifts.

One thing that's huge for me is towing. It was very hard before, lots of manual shifting, and hard not to lug and cause Armageddon out the tailpipe. Reason being, let's say I need to downshift in order not to lug. So to downshift I need more throttle to pull the trans TV cable. Without low boost de-fueling, by the time I can get a downshift I've made like a squid and inked out the highway. Now it has enough buffer, especially while in cruise control, to slooooowly pull the go pedal down and get a downshift for optimum load before heavy fuel is dumped in. Big win.

Hey guys, wanted to introduce myself officially to the V2 testing thread. I'm Kole. I have a 2001 2500 4x4 Automatic with ridiculous 7x.014 VCO injectors (woops...) and compounds. And I live in Saskatchewan, Canada. Yes it gets really cold here. I just finished reading through all 44 pages in their entirety. Oddly enough it kinda feels like I know some of you guys now. I actually started testing V2 on September 12th of last year (conveniently on my birthday). I reached out to Quad directly over the phone about some tuning advice, and we got to talking. When I told them about my setup and issues with low end smoke/spool up, they told me about V2 tuning, and they agreed to let me try it. I did a couple data logs regarding torque management that they requested and I played around for months after that (until my truck had enough torque to point out a defect in my TC lockup clutch in mid December. Double woops.) Got the thing back on the road this past Friday, around which time I discovered this thread. I had no idea this was going on. I was in contact with Spencer long ago via email, who was helpful, and apparently possibly Nick at one point? Maybe a different Nick? Who knows. Anyway, I was blown away to see all the cooperative testing and effort put in. And Nick getting whipped like the family Mule and coming back for more. Good stuff. I do industrial automation for a living and programming is a big part of my job. I definitely smell what you're stepping in. So I missed a crap load of updates, but I'm caught up now on the most recent flash. I freakin love it. The low psi timing reduction scared the crap out of me since I've never heard the truck sound with retarded timing. Free revving it is also different, sounds kinda neat. My spool up is definitely better. One thing I noticed is that it's not the timing reduction alone that speeds up spool up. The timing reduction is actually allowing me to run at least 10% more canbus fuelling from 0-5psi with LESS smoke than on regular timing. The result is... cool. Very cool. I can have very respectable spool times and just keep a gentle haze. Score. I'm going to try to get close to a daily driving tune tomorrow (with no wiretap), and I plan on working back and forth between Canbus fuelling and timing adjustments, as it seems like they affect each other to a certain degree. This is way too much fun. I'll post a tune and any interesting findings as they become relevant. If you prefer I can leave the tunes out of this thread and move over to the custom tunes thread with that business. Anyway, thanks for the hard work, and I look forward to helping any way I can. Viva La VP44. -Kole