6.4 help with mods unknown tune attached

Attachment 112623Attachment 112623
i purchased this truck unbeknownst to me with a blown engine. its dieted but i know nothing else, new engine has billet rods RCD stg 2 cam and 74mm low pressure charger, billet KC wheel in HP charger, manton pushrods and springs RCD 30 over injectors ODP intake manifold. truck is pretty smokey on hard accel trans tuning is absolute garbage. i figure i can fix trans but have no idea about engine tuning as I've primarily done LS and Ecotec stuff. Feel free to use if you need diet tune etc. any help pointers etc is welcome not sure who to even ask these days as all i've ever dealt with previously was my 650 rwhp 6.0 truck.

Tune you have is shit. Piston ring lands on borrowed time. Try copy and pasting this tune. Engine and trans. This is my daily tune. made 680hp. I am running single S369SXE. All other mods and Stage 6 billet trans.

doing some compare they're quite different will try some tables. I have the sct off my old 6.0 i half considered using the canned tunes temporarily. Thanks so much!

Quote:

---

Originally Posted by midevil1

Tune you have is shit. Piston ring lands on borrowed time. Try copy and pasting this tune. Engine and trans. This is my daily tune. made 680hp. I am running single S369SXE. All other mods and Stage 6 billet trans.

---

Do you have a data log of your 680hp pull? It looks like you'd be sitting at a pretty steady 1.8ms PW from the start to end of your pull... I'd also think there would be a decent amount of power left by adding a little more timing in the higher RPM area. What kind of boost is it making and do you have a pic or video of the dyno graph? Edit: I actually think the injector PW1 and PW2 maps are bank 1 and bank 2 on the 6.4 but i could be wrong... If i'm right though that would mean this truck has two different durations from one bank to another....... In stock form they match so i'd leave them that way unless you have a reason for running different duration on one bank vs the other.

badcoupe i also think your file is in bad shape by having mis matching bank to bank PW tables.

This tune is what my engine EGT's like towing my enclosed with race car. I know there is alot more power. I have been as high as 739hp but it is too smokey out of boost for daily driving. Smokes like a 12V until lit. PW1 and PW2 to are for Pilot and Main injection events.

why dont you bump up your ebp tables a little more and clean up the smoke?

Quote:

---

Originally Posted by Powerstrokecustoms

why dont you bump up your ebp tables a little more and clean up the smoke?

---

I don't have a VGT turbo so that isn't possible anymore.

The tune you read is an H&S MiniMaxx tune. The device had SOTF capability. They custom wrote the firmware to change Injector Pulsewidth reference when adjusting ?power level?.

From my understanding, H&S has Injector Pulsewidth #1 be the main table for both banks. Injector Pulsewidth #2 be the defuel setting. Compared to standard tune labeling #1 and #2 for different banks.

I?ve been in the same boat trying to figure out why they differed.

Quote:

---

Originally Posted by Srpracing

The tune you read is an H&S MiniMaxx tune. The device had SOTF capability. They custom wrote the firmware to change Injector Pulsewidth reference when adjusting ?power level?.

From my understanding, H&S has Injector Pulsewidth #1 be the main table for both banks. Injector Pulsewidth #2 be the defuel setting. Compared to standard tune labeling #1 and #2 for different banks.

I?ve been in the same boat trying to figure out why they differed.

---

So can you confirm pw1 and pw2 are bank1 and bank2 and not pilot and main pw maps prior to any custom strategy?

Wish I had an answer. I can?t confirm that but every other tune I?ve seen, shows identical tables for #1 and #2.

From H&S perspective, they rewrote the calibration making #1 the main table and #2 the defuel table.

Your stock tune is not like that. Pilot and Main injection... I am not sure what you mean by defuel table?

Quote:

---

Originally Posted by midevil1

Your stock tune is not like that. Pilot and Main injection... I am not sure what you mean by defuel table?

---

Then I am wrong. H&S has defuel settings built into their calibration that will derate back to "stock" power when a certain threshold is hit ( ECT, Trans Temp, EGT, etc). They "derate" by forcing the calibration to stockish Injector Pulsewidth. Which in the case of their firmware - injector Pulsewidth #2.

I have multiple stock 6.4 tunes all with the exact same scaling and matching PW1 and PW2 tables.Attachment 113276Attachment 113277Attachment 113278 Odds of all three matching and not being stock are very slim, especially considering they all come from different stock trucks at different times.

Exactly. Stock and SCT both have those two tables matching. H&S did something funky in their firmware to utilize multiple Injector Pulsewidth tables to change power levels. MCC shows 5 tables I think?

The MiniMaxx was then used to change which Pulsewidth Map to reference on the fly.


After many logs I confirmed it was using #1 as the main table and #2 as the “defuel” power level.

Quote:

---

Originally Posted by JaegerWrenching

I have multiple stock 6.4 tunes all with the exact same scaling and matching PW1 and PW2 tables.Attachment 113276Attachment 113277Attachment 113278 Odds of all three matching and not being stock are very slim, especially considering they all come from different stock trucks at different times.

---

All my stock tunes have 2 different tables and so do the SCT tunes I have. I have a RCD tune and they are different.

Quote:

---

Originally Posted by midevil1

All my stock tunes have 2 different tables and so do the SCT tunes I have. I have a RCD tune and they are different.

---

Can you post the files you have?

I wonder if it’s how HP Tuners is reading the calibration. Maybe some strategies read differently.

Side note the 5 different PW tables do exist in the stock strategies.

1 and 2 are used, 3-4-5 isn’t utilized. So they don’t show it in HPT.

Does any know why some tunes zero out the MAF Airflow Diagnostics Enable table? Stock has values but SCT and H&S zero it out.

Attachment 113515Attachment 113516

Interesting, I wondered if it was mini maxx I know they?re notorious for killing motors. Old motor had 4 cylinders trashed and spun cam bearing. I know fish tuning sells a soft switch for the 6.4 that iirc connects to iat sensor. I loaded the tow tune from my sct on it for now gotta figure who I want to tune this thing. Had a new hp turbo shit at 2700 miles, heat shield on hot side came apart and locked the vgt up and ate the exh wheel. Bought another new one and got it on over weekend, gotta mail old charger in for warranty analysis.

Quote:

---

Originally Posted by Srpracing

Does any know why some tunes zero out the MAF Airflow Diagnostics Enable table? Stock has values but SCT and H&S zero it out.

Attachment 113515Attachment 113516

---

This means the MAF won't toss codes, 1 means enabled at those rows and columns 0 means disabled. They are avoiding having airflow codes pop up later if the MAF isn't seeing enough or too much airflow. They should be left on and scaled appropriately for the new tune but setting them all to 0 is the easy button.

hs turned off air flow meter diagnostics just to cover more vehicles simple as that those tunes went in 10s of thousands of trucks so they simplified the tuning so it was not a diagnostic nightmare on there end. i also turn this off as when it is on and some thing is exsactly right it defuels when it shouldnt.

Say if I were keeping stock timing/fueling, should I leave the MAF diagnostic on?

Quote:

---

Originally Posted by Srpracing

Say if I were keeping stock timing/fueling, should I leave the MAF diagnostic on?

---

That code was designed for finding boost leaks or broken turbos by setting a low flow code and where stuck vane control can make its overboost easily apparent in low rpm/torque areas. The high flow code is actually hard to hit. It's really only achievable if the vanes are stuck basically 100% closed on a stock compound setup. I highly doubt you'll hit it on either end, especially if your maf is scaled properly and you're on a stock compound setup. The stock limits are well set for stock turbos, big single turbo guys will hit the low flow code as most single turbos spool later thus not flowing as much relative to the compounds in the lower rpm/torque areas where this table is set to be on.

Quote:

---

Originally Posted by JaegerWrenching

That code was designed for finding boost leaks or broken turbos by setting a low flow code and where stuck vane control can make its overboost easily apparent in low rpm/torque areas. The high flow code is actually hard to hit. It's really only achievable if the vanes are stuck basically 100% closed on a stock compound setup. I highly doubt you'll hit it on either end, especially if your maf is scaled properly and you're on a stock compound setup. The stock limits are well set for stock turbos, big single turbo guys will hit the low flow code as most single turbos spool later thus not flowing as much relative to the compounds in the lower rpm/torque areas where this table is set to be on.

---

Thanks, that makes a lot of sense.

After spending a lot of time dialing in my tune, ive noticed SCT and H&S really didnt know what they were doing. As in a lot of their adjustments caused more harm to the engine than good.

What was your first clue :p

Is there possibility anyone has the table identifiers for the PW tables, so that HPT can add them? Based on my tunes, PW1 and PW2 are quite different compared to how HPT shows.

Attachment 143052Attachment 143053Attachment 143054Attachment 143055

You talking about the actual parameters or the Axis numbers?

Sorry, I meant the actual location of the tables in the calibration. HPT needs the actual location in the .phf file in order to add the correct tables. I could be wrong, but I believe PSM 6.4 found them. 5 of the tables.

From what I have learned. SCT does is the one that?s wrong.

There is padding and or a bootloader that SCt does not define.

Like in the 6.7 stuff it?s 80000000 that needs to be added to the sct address to get it in range.

Then there are offsets that have to be found.

Email me what you?re looking for and the Strat code and I?ll see if I can dig them up. PM me for my email.

Quote:

---

Originally Posted by PSM 6.4

Side note the 5 different PW tables do exist in the stock strategies.

1 and 2 are used, 3-4-5 isn?t utilized. So they don?t show it in HPT.

---

I just realized this is correct. The 6.4 utilizes Config 0 and 1. It does not touch Configs 2,3, and 4. That being the case, it could mean - PW #1 = Config 0. PW#2 = Config 1.

OR

PW#1 could be when the truck is normal state and PW#2 being when the truck is in Regen.

MCC shows 4 PW tables and utilizes them all for SOTF. I dont think VCM suite displays the tables correctly as theyre not used to all PWs being used. Hence why it looks like PW1/2 are mismatched.