Page 1 of 2 12 LastLast
Results 1 to 20 of 24

Thread: 2003 3500 5 speed needing some advise

  1. #1
    Tuner in Training
    Join Date
    Oct 2020
    Location
    Alberta, Canada
    Posts
    37

    Post 2003 3500 5 speed needing some advice

    just looking for advise with building a good all around tune
    been playing with hp tuners for a few months since i got sick of my old tuner

    looking at building a good street/tow safe tune
    only tow 8000# holiday trailer

    so far this is the tune im running
    seems to be running really good so far haven't towed with it yet
    just wanting to make sure i'm going in the right direction and not going to destroy my truck if i am any pointers would be greatly appreciated

    2003 dodge ram trial tune 140 mm fuel limit.hpt


    truck has intake, exhaust, he351 cw turbo and afe intercooler everything else is stock and 589000km
    Last edited by abgreenmachine; 12-10-2020 at 10:09 PM.

  2. #2
    Advanced Tuner MAIDENCR's Avatar
    Join Date
    Sep 2018
    Location
    Quebec,canada
    Posts
    207
    You have a 5 speed in a 3500?
    03 cummins,175% flux injectors,dual cp3,s467.7/83 1.00
    Nv5600 with valair triple disc clutch

  3. #3
    Tuner in Training
    Join Date
    Oct 2020
    Location
    Alberta, Canada
    Posts
    37
    Sure do nv 4500
    6 speed normally came behind the H.O engine

  4. #4
    Banned
    Join Date
    Jan 2018
    Location
    Everywhere
    Posts
    1,772
    Whereabouts in AB you located? Assuming AB from your user name.

  5. #5
    Tuner in Training
    Join Date
    Oct 2020
    Location
    Alberta, Canada
    Posts
    37
    Edmonton area

  6. #6
    Banned
    Join Date
    Jan 2018
    Location
    Everywhere
    Posts
    1,772
    About 4 hours north of my current location

  7. #7
    Tuner in Training
    Join Date
    Oct 2020
    Location
    Alberta, Canada
    Posts
    37
    You down towards medicine hat/ Lethbridge???

  8. #8
    Banned
    Join Date
    Jan 2018
    Location
    Everywhere
    Posts
    1,772
    Towards Lethbridge.

  9. #9
    Too much timing is the biggest thing I noticed. As for the pulse width map I try to only increase the values in the 70mm3 and up side of the map.

  10. #10
    Tuner in Training
    Join Date
    Oct 2020
    Location
    Alberta, Canada
    Posts
    37
    Quote Originally Posted by BigCE View Post
    Too much timing is the biggest thing I noticed. As for the pulse width map I try to only increase the values in the 70mm3 and up side of the map.
    I find if I take timing away it gets pretty smoky in a hurry and egts get hot. You thinking it would make to much cylinder pressure with my current timing???
    I really like how clean this tune
    Unless there's other ways of cleaning it up with less timing

  11. #11
    Tuner in Training
    Join Date
    Oct 2020
    Location
    Alberta, Canada
    Posts
    37
    Quote Originally Posted by Jim P View Post
    Towards Lethbridge.
    Right on
    Any advice you'd be willing to give for my current tune??

  12. #12
    Tuner in Training
    Join Date
    Dec 2019
    Posts
    24
    For a general street/tow I'd drop your max rail pressure from 25.4k back down to max stock.

    Early common rails had some funky pilot timing adder tables. If you look through them you'll see some figures in the 50 range that need fixed.

    Try to review some tunes from the forum on how they setup the boost limited fueling tables.

  13. #13
    Advanced Tuner MAIDENCR's Avatar
    Join Date
    Sep 2018
    Location
    Quebec,canada
    Posts
    207
    Its not adder that make pilot timing at 50?....its the vcm scanner that doesnt show the right value...
    03 cummins,175% flux injectors,dual cp3,s467.7/83 1.00
    Nv5600 with valair triple disc clutch

  14. #14
    Tuner in Training
    Join Date
    Dec 2019
    Posts
    24
    Take a look at the adder tables and adjust them accordingly. There are a few tables. I wasn't talking about what the VCM was showing. Oem top -- Adjusted bottom ....

    Untitled-1.jpg

  15. #15
    Banned
    Join Date
    Jan 2018
    Location
    Everywhere
    Posts
    1,772
    Quote Originally Posted by MAIDENCR View Post
    Its not adder that make pilot timing at 50?....its the vcm scanner that doesnt show the right value...
    There is a built in 20 degree offset that makes the VCM Scanner display what it displays.

  16. #16
    Advanced Tuner MAIDENCR's Avatar
    Join Date
    Sep 2018
    Location
    Quebec,canada
    Posts
    207
    If you put 50 in the whole table it diseable the table
    03 cummins,175% flux injectors,dual cp3,s467.7/83 1.00
    Nv5600 with valair triple disc clutch

  17. #17
    Banned
    Join Date
    Jan 2018
    Location
    Everywhere
    Posts
    1,772
    Anything in the pilot timing correction table that when combined value of the pilot timing correction table with its multiplier table value applied, results in a value greater than what would be used from the air density select table it would be running off of, it just doesn?t use the pilot timing correction table as the pilot timing correction table is set to use the table that uses the lesser amount of timing. Setting the table at 50 doesn?t actually disable it. The adder tables don?t add anything or take anything away, they are conditional use tables and become active when conditions are met.

  18. #18
    Tuner in Training
    Join Date
    Oct 2020
    Location
    Alberta, Canada
    Posts
    37
    i've been playing around some more last log files ive noticed that my actual rail pressure under full throttle doesnt keep up to the desired, it eventually does catch up but its slow to ramp in. looking at it some more it looks like the rail pressure follows the fca duty cycle. wondering if i'm heading in the right direction and how do i fix this. not to sure about the fca tables available they look like voodoo to me

    picture of what my log looks like



    log screenshot.PNG

  19. #19
    Banned
    Join Date
    Jan 2018
    Location
    Everywhere
    Posts
    1,772
    Rail pressure desired follows the axis units of the rail pressure table, that is engine rpms and total fuel commanded. If the actual cannot keep up with demanded, the PID controls will do what it can within its set boundaries to try to get actual to meet demanded. If the PID settings aren?t allowing rail actual to stay with rail desired for the quantity of fuel commanded then you can adjust the PID settings to be more aggressive, within reason. Otherwise, you need a bigger pump.

  20. #20
    Tuner in Training
    Join Date
    Oct 2020
    Location
    Alberta, Canada
    Posts
    37
    how could i tell which PID control is limiting the rail pressure from reaching desired?? i dont 100% understand the labeling in those sections. cant figure out which one would make it more aggressive. seems like if the duty cycle would ramp in faster the rail pressure would be able to reach desired pressure with no issue

    the truck is all stock so the pump should be able to keep up with no issue