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More ?'s
1. Can this program be used to disable trouble code's?
I have a few things that have gotten removed over the years and they trip codes. Not a big deal because they wont turn on the CEL, but they can be quite annoying when watching datastream while driving. About every 30 sec. or so the scanner will pop up a message saying DTC triggered than begin to record pid's. This can be aggravating when I am focused on a certain thing. The codes that it is triggering is for the Air Intake Heater, Wastegate Solenoid, and EBPV. There might be more but cannot remember. 2. Can you change the programming to alter when the wastegate solenoid is activated? I have twin turbo's and have only one wastegate on the primary charger, and the gate is being controlled with a manual controller. I plan to add a second gate to the secondary charger and thought it would be pretty cool if it could be controlled with the factory solenoid. 3. Can the programming be changed so I dont have to run a boost fooler, and how would this effect everything else? I think thats all for now but I know there will be more.:thumbs up yellow: |
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Good luck with the above. Like I said, these aren't guaranteed to work but I haven't had any trouble running this way. |
Yes I am using the Genisis:throwup: and it is very annoying how the data stream locks. Also the damn thing will just completely stop and then return to the start up menu........but only on my truck. Never experienced this on any other rig. I have been wanting to upgrade to something a little newer with a built in labscope like the Verus, but it is way to much for my wallet.
As for the map sensor the only reason I would want to enable it to see higher boost is so I can use the factory wastegate setup. If it will read 25-27 PSI that will be perfect, thats about where my drive pressure on the secondary starts to get a little high and just gets worse from there. Looks like I have some experimenting to do, but I need to focus on one thing at a time.:crazy: |
I went to a scan tool demonstration the other night and just about had myself convinced I needed a Verus. :drool2:
It would be handy as hell. A scanner....Windows XP....a 4-channel scope.....all of my tuning software on it instead of the home laptop where my wife can accidentally delete stuff (yes, she actually does that). Don't get me started on wanting one again....... :twitch: |
Alright got a couple more for ya:
What is the reason for the reflash when installing a LL injector in #8? What happens when a regular injector is installed in #8 with the reflash? What are the effects of the blue CMP sensor? I have read that timing will be retarded when using it but cannot understand why. Let me explain, I have been chasing a random miss on the # 8 cyl. The miss is only noticeable @ idle and comes and goes with a rhythm to it. I was thinking/ reading about IPR duty cycle being to high(dual hpop's). Also read about people experiencing this with the "new" gray cps which I currently have. I purchased the blue on from international remembering the fad from a couple years ago, only to discover that there were alleged issues with them. Then started thinking about the reflash for the LL, and curious what changes were needed. WOW... a little jumbled but hope it makes sense. :hehe: |
There is almost zero change between the LL8 and non-LL8 programs. In fact, the reflash can be (and often is) used whether or not you had the LL8 injector installed.
The reason for the blue CPS timing shift may be related to how the sensors are manufactured, with some folks speculating that the output signal from the sensor is not quite as strong as the black CPS while other think it might just be that the inductor is shifted a little bit in the sensor housing. I don't think anyone really has an answer on that. Not sure what the cause for your miss is. Can you isolate it to a specific cylinder? |
It is consistently #8 cyl. Strange because it only happens when warm, I have changed injectors thinking it was a worn poppet, but there was no noticeable change. Whats even stranger is how it "rolls through" the miss. Like it runs smooth than will miss for a few seconds than run smooth again. But sometimes it will be a steady miss. I have a couple programs with reduced ICP duty cycle than I will try and see if I can get a change. But all this talk of the grey CPS causing a miss on #8 got me wondering if this could be my issue.
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Well here's a video. This is the best I can get it with dropping ICP duty cycle. Kinda hard to tell from the vid but listen closely.
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Sweet.... got it working now, thanks Bill!
After many attempts I have been able to get the idle pretty smooth by dropping ICP + duty cycle+ PW just a tad at idle. Why is this? |
My guess is that the maps you listed are just a bit too "much" for a desired idle speed of whatever is programmed. When the maps ask for too much of something but the idle speed is commanded to be lower than what is able to be maintained with the higher PW in the map the PCM constantly tries to correct itself. There's a reason the "lope" tune works the way it does......
By the way, have you adjusted any parameters that I listed above? |
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What is PW at idle for stock single shot trucks? Had one in the shop the other day and put the scanner on it to take a peek and it showed around 1.1-1.3 and 650 ICP at idle. Mine shows way more. |
Here's a stock TDE1 (97 truck). So we're talking stock nozzles, 90cc AA code injectors.
http://i641.photobucket.com/albums/u...2r/Singles.jpg Keep in mind that 4 MPa is 580 PSI, 4.5 MPa is 650 PSI, and 5 MPa is 725 PSI. |
Think I found the parameters for the Intake Air Heater,
http://i619.photobucket.com/albums/t...7dave9/IAH.jpg my first guess is to set them all to "0". What do you think? |
I don't think your "set them all to "0". " idea will work out too well.
You have to "think" like the PCM. Since you don't have an AIH relay anymore, the PCM sees that there is no input when it is actually commanded on (proof that the AIH relay circuit is working). You need to either set the on-time to "0" (which for now I will assume is "MAIH_ON_MAX") so the PCM doesn't turn on the AIH thus it can't run the monitor diagnostic OR you need to change the diagnostic parameter to reflect that there won't be an input voltage to the PCM when it is commanded on but I haven't seen anything in the top section of the parameters list to reflect AIH monitor input values. Good luck. |
One more......
Besides the LBF map, what affect does boost have on fueling? |
Yet another for you..........
What the heck does the Indicated Torque map do? More shifting stuff? How about the Exhaust Backpressure Torque Loss map? Same thing? |
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What causes the truck to jerk at very light throttle or when easing off the pedal, especially with the TC locked?.......MFD?
Can SOI affect how touchy the pedal is? |
Indicated Torque Map and Exhaust Backpressure Torque Loss are used to estimate how much NET torque the engine is generating. This value is then used by the transmission portion of the strategy to generate the base line and shifting pressures. The Pressure Slope is basically how many PSI per Ft./Lb. of torque to set the line pressure at. The the Pressure Offset is then added to this value.
For example: Your Pressure Slope is 0.1811 Your Pressure Offset is -6 The Calculated Torque Output is 420 Ft./Lbs. 420 Ft./Lbs. x 0.1811 PSI = 76 PSI 76 PSI + (-6) PSI = 70 PSI The PCM will set the line pressure to 70 PSI. This also goes for the shift slopes and offsets. Jerking at light throttle can often be caused by MFD or ICP. MFD is more appropriate for adjustment since it directly relates to throttle position. Hope this helps. |
I am pretty sure my '99 F450 and '00 F550 do the same thing I always just thought it was some kind of load surge on the engine like A/C cycling on and off or somthing like that.
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I softened the GDU3 MFD in the low ranges, smoothed the rest of the map up a bit, and I still experience a pretty hash jerk when I let off the throttle and the R's are up around 2k and the TC is locked. Fheww......
I tried softening up the MFD map even more and I started to experience a dead pedal, which is not much fun to drive with. I know I am missing something here. |
Oooppss.......I think I have it figured out now.:doh:
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It always helps to help yourself.
That way you know what to do next time you have the issue. [Yoda]Learn from within, you must. [/Yoda] |
Well I was feeling really great about my truck tonight, I got alot of my issues solved. So I decided to try a previous race tune ...............and I thought I heard a ping on one of the programs. Not being sure what the noise was I dug around to make sure there was not anything loose inside the cab.........bingo, found a chew can rolling around in my door pocket.
So I proceeded to try the next program on the list and I heard it again, but this time a bit louder and a little more frequent......and that program had even less timing..........uhh ohh.:sigh: Cab is getting completely cleaned out tomorrow and I will try it again. |
Good luck, Dave!
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Okay.......few more questions.......lol.
Any idea what the purpose of the Fuel Density Multiplier is? Which function controls the "high idle" speed and temperature? I have played with the High Cam Idle adder and it seems just to be an adder to the base idle. The Cold Idle control appears to be what I am looking for, but the RPM values seem way off. |
The cold idle control and the cold idle multiplier are the ones you want. The Hi-cam will actually increase the RPM at all times. Yes, the values for the idle speed are way off, and that is a function of the definition file itself. Bill has fixed the definition (or figured out what he needs to do to change it) but hasn't had the time to get it updated.
If I'm not mistaken, you can start with small values (divide the desired RPM increase by 4) and you should be close to what you want. Bill actually set up one of the definitions to display the actual RPM you want the engine to run at after a specific time. I used that function on my PMT1 files (originally-purchased definition) with no issues before, but I was using the emulator at the time to get the RPM right where I wanted it. |
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