My truck is an 04.5 Dodge mut. I can datalog the truck because of the extended OS patch but there are parameters which the scanner grey out. I've already contacted hpt and their engineers are looking into it. In the mean time, is it possible to determine post and pilot timing based on a known Main timing and _______? The blank is what I'm trying to figure out..
OEM did a pretty good job at optimizing the timing split from Pilot to Main Timing.
The trick is to input the difference you are finding in your Main Timing into a table and subtract whatever you've added for Main Timing for the Pilot Timing.
What this means is the following:
Main Timing OEM and you find the truck works better when advanced 8 Degrees on that given RPM/Load rating...
Take the Pilot Timing OEM and now Subtract 8 Degrees at that given RPM/Load and the injection event will be VERY close to optimized.
Reach out to me in DMs if you want any help. It sounds like you're trying to do this to get a better understanding of a locked file that is not working out ideal for your vehicle usage.
So the sum of the post, pilot and main timing is the total timing for that cell. So the difference between the begining of the pilot event in degrees and the end of the main event is the total duration represented in degrees. So with a known duration data logged and the known main timing, I should be able to extract the pilot timing then.. That makes sense I believe.
Do most tuning company's use a 50/50 split and is that based on tdc? As in -8 in main then +8 in pilot? I'm still a noob to the diesel side of it
You would need the pilot duration, main duration and post duration to determine the total duration, you won?t be able to just log the main event and figure out the pilot and post from that. You should be able to log total fueling but that also isn?t enough to determine what pilot and post parameters are set at. Also any fuel pulled from pilot or post will be added to the main pulse and any fuel added to pilot or post will be removed from the main pulseQuote:
Originally Posted by Rainman1
I had a feeling that this would be the case. Engineering has been working on this for 2 months now so its not looking good for pilot,post timing nor air density A,B. to ever be scanned. So can I attack this from the tuning side? As in, what prevents an actual read of the computer instead of relying on the "generic" automatic tune? Can i add or repin a wire on the cm848 or change the location of an obd2 wire so that the j19xx protocol can actually read the flashed memory? Something is off about not being able to read the current tune only on 04-07 trucks. yet the larger 6.7 can be read directly all day long and its the one with an actual emissions system. I can figure out why a tune can be written but not retrieved on the same line?
Well that’s not exactly true about the reading of ecm’s. 06-07 can be read, while older SCI ecm’s cannot be read. 07.5-09 6.7 ecm’s can be read while the 2010-2012 ecm’s cannot be. All of them can be read through the J1939 though, provided that has been blocked out within the calibration written.
What do you mean by blocked? Is dodge limiting access?
Is the transmission type determined by the Vin number or by OS? I only ask because the stock manual truck has a few different adjustments which make it drive like it's supposed to when doing the auto to manual swap. I'm stuck there.
No not dodge blocking reading through the J1939, tuner blocking it through the J1939Quote:
Originally Posted by Rainman1
The VIN is only coded information about the vehicle, doesn’t actually affect things between the auto and manual trans, it’s the calibration itself. I’ll look tomorrow at what the actual real differences areQuote:
Originally Posted by Rainman1
What’s the EC number on your ecm? Should be S90159.04 or something close to that
Sorry so late in responding. The ec number is 90140.06
I'm honestly thinking it might need an different OS. I can't get a dealership to touch the truck. Edge, diablo sport, bully all told me that the tunes parameter options are the same between the auto and manual because the auto file is used on the manual as well but the adjustments are different between the two so that the auto transmission won't grenade. with the g56 swap, I could never run an easy tuner (edge, diablosport, etc) and my trucks computer won't show pilot or post timing in the scanner.. so I either have a transmission getting destroyed syncros or no ability to fine tune due to not being able to datalog all perameters.
I ended up finding yesterday the EC number for the 04.5 auto was S90140 and the manual is S90141 and took a Quick Look between the 2, the parameter options are certainly not the same between them, the manual is missing some of the transmission parameters that the auto has, pretty certain the code has differences as well due to that. If I remember right doing an auto to manual swap can be ran on the auto calibration and would be no different from using an fmvb auto, the trans limit parameters need to be disabled, some other torque and gear ratio stuff needs to be changed and you’ll just be stuck with a light up PRND display and I would imagine something would need to be done like wiring the clutch switch to the park switch for starting purposes. Changing the calibration to a manual calibration would easily resolve all of that and enable the input of the clutch switch to be wired to the proper input on the ecm, seems stupid a dealership wouldn’t even flash in a manual transmission calibration. It’s something anyone with an autel, witech, or similar could do, even a smarty touch can be used to permanently change the calibration from auto to manual.
Will you let me know what you find I?ve been fighting an 04 all week went from auto to nv4500 I?m a newbeee but figured enough out to get the bottom end running grate but I missing something because it?s not opening up on the top endQuote:
Originally Posted by Jim P 2.0