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Thread: 6.5 diesel .xdf and adx

  1. #31
    Carb and Points!
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    And here is the bin
    Attached Files Attached Files

  2. #32
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    Not much difference between that bin and stock BPBS.

    The speed governor has been bumped to 98 MPH from 85 (with power restore at 96 vs original 83).
    The Fuel Reduction RPM vs CTS table is slightly reduced, but that will only have an effect as the engine temp rises over 210F.
    Desired Idle is lowered from 600 to 562.5 RPM when coolant temp is between 175-218F (blended in between 132-261F).
    Then there are a bunch of trans pressure differences. It looks like the trans pressure vs temp tables are a bit higher and the base pressures a bit lower, so net affect probably not too significant. Those are probably just different factory calibrations.

  3. #33
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    Thank you for the fast analyze. Hope I have some time to test it soon. What were the BPBS specs?

  4. #34
    Fuel Injected! brian617's Avatar
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    Quote Originally Posted by newellshk View Post
    Absolutely. I wasn't implying you should disabled the SES light, only that on some masks you can choose which codes cause it to light up. In this case that wasn't an option. Regardless the solution I came up with should disable it completely. Just make sure the value of those scalars is 4C, otherwise the code layout is different and I'll need your bin to find the correct address, but I think it should be correct already.
    Set both scalars from 4C to 01, 17 goes away and stays gone, 18 came back.
    89 K1500 Scottsdale 5.7L 5spd 3:42

    Build specs: 97 4 bolt main block 350ci, Eagle rotating assembly with flat tops and 4 valve reliefs, Dart 165cc/67cc Iron Eagle heads, Manely SS valves and springs 110lbs seat @1.7, GM Ram Jet cam 196/206 @.50 .431/.451, stock intake and throttle body, heads and intake gasket matched, Delco EP377 fuel pump @ 22 psi, 427 PCM.

  5. #35
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    BPBS is available here: http://www.diesel.dripspeed.com/bcc.php

    If you click the BPBS link on the left it shows information about that truck. The right side is a link to download the bin.

  6. #36
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    Okay, I looked again and there are two places, each with it's own counter, where DTC 18 is set. I added another entry in the xdf where you make the same 4C -> 01 change and hopefully this time the code will stay gone.
    Attached Files Attached Files

  7. #37
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    At last got the BPBS-ish bin to the car. You were right, not much difference. Also tested one from dripspeed via this old link: http://www.dripspeed.com/6.5/BIN/
    Nice to see he has newer site too :) Next more fuel & harder shifts. I am gonna try to increase base fuel chart first. By the way: Lot of snow in Finland right now :/

  8. #38
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    Quote Originally Posted by newellshk View Post
    Okay, I looked again and there are two places, each with it's own counter, where DTC 18 is set. I added another entry in the xdf where you make the same 4C -> 01 change and hopefully this time the code will stay gone.
    Lots of progress in xdf file. Thank you very very much. I would like to tune warm starting faster. There is cranking fuel RPM? vs. CTS map.
    Good suggestions what to change?

  9. #39
    Fuel Injected! brian617's Avatar
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    Quote Originally Posted by newellshk View Post
    Okay, I looked again and there are two places, each with it's own counter, where DTC 18 is set. I added another entry in the xdf where you make the same 4C -> 01 change and hopefully this time the code will stay gone.
    That did the trick, thanks again!

    For anyone with a manual DB2 pump conversion I'm almost done nailing the shift table to fix the erratic shifts caused by the conversion. Will post .bin when I'm confident in it.
    89 K1500 Scottsdale 5.7L 5spd 3:42

    Build specs: 97 4 bolt main block 350ci, Eagle rotating assembly with flat tops and 4 valve reliefs, Dart 165cc/67cc Iron Eagle heads, Manely SS valves and springs 110lbs seat @1.7, GM Ram Jet cam 196/206 @.50 .431/.451, stock intake and throttle body, heads and intake gasket matched, Delco EP377 fuel pump @ 22 psi, 427 PCM.

  10. #40
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    I can't really give any suggestions about the warm starting. I would imagine that any combination of imperfect injectors, injection pump, pump timing, batteries, starter, etc would progressively cause harder starting, and adding fuel and/or timing might help in some cases. I would think that it would be safe to add 10-20% fuel to that table in the temp ranges you are targeting and see what happens.

    I will try to find some time in the near future to look at the code that deals with starting and work to expand the tables/scalars and documentation for them. Maybe then I can give some better suggestions, but keep in mind I'm not an experienced diesel tuner.

  11. #41
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    Quote Originally Posted by brian617 View Post
    For anyone with a manual DB2 pump conversion I'm almost done nailing the shift table to fix the erratic shifts caused by the conversion. Will post .bin when I'm confident in it.
    Are you just tuning the shift points or was the shift time and feel affected by the DB2 conversion? Do you still have working accelerator position sensors? Is it a 4l80e or the little brother?

  12. #42
    Fuel Injected! brian617's Avatar
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    Quote Originally Posted by newellshk View Post
    Are you just tuning the shift points or was the shift time and feel affected by the DB2 conversion? Do you still have working accelerator position sensors? Is it a 4l80e or the little brother?
    4L80e. Lowered the MPH vs APP under 50% throttle. With the manual pump conversion a lot of the APP levers are modded by welding parts of a manual throttle pedal to the APP lever. The problem I had and what I've read in many places is the manual pump doesn't accelerate as fast under 50% throttle as the electric pump. The the low throttle angle and lack of continued acceleration cause the shifts to stall or hang until you either lift the throttle or increase mph.

    One of the big conversion write ups requires the use of piggy backing a separate TCM to correct this. The author even states he tried to burn chips to achieve proper shifting but never had any luck. I've burnt two chips just for the shift table and I'm happy with it. I suppose the only caveat would be the difference in the geometry of the modded APP levers, but mine is working great.

    This was my parents truck and they've been living with it this way for years. Thank you again for the XDF, huge leap forward for the truck as far as driveability!
    89 K1500 Scottsdale 5.7L 5spd 3:42

    Build specs: 97 4 bolt main block 350ci, Eagle rotating assembly with flat tops and 4 valve reliefs, Dart 165cc/67cc Iron Eagle heads, Manely SS valves and springs 110lbs seat @1.7, GM Ram Jet cam 196/206 @.50 .431/.451, stock intake and throttle body, heads and intake gasket matched, Delco EP377 fuel pump @ 22 psi, 427 PCM.

  13. #43
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    Quote Originally Posted by newellshk View Post
    I can't really give any suggestions about the warm starting. I would imagine that any combination of imperfect injectors, injection pump, pump timing, batteries, starter, etc would progressively cause harder starting, and adding fuel and/or timing might help in some cases. I would think that it would be safe to add 10-20% fuel to that table in the temp ranges you are targeting and see what happens.

    I will try to find some time in the near future to look at the code that deals with starting and work to expand the tables/scalars and documentation for them. Maybe then I can give some better suggestions, but keep in mind I'm not an experienced diesel tuner.
    I looked BPDP documented hack's Cranking fuel RPM vs CTS. Bin address starting at 0x55D2. Temp ranges from-40 to 152. And RPM is 3 to 48 x 100. Cranking is usually about 300RPM. So could this be 3-48 * 10 RPM and temperatures in Celsius?

  14. #44
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    It isn't 0-4800 rpm. The column variable is L00B5 which I haven't had time yet to decipher the math behind, but I have started working on it. There are also the tables at 557A, 558C, 559E (labeled CAL_CRANK_SEP_TIME_2, CAL_CRANK_PILOT_PW, CAL_CRANK_SEP_TIME), along with the constants above them, only some of which are labeled. I have those tables added to my xdf but I am still working on understanding them. The hack is really more like a bunch of hints because I've already found things that are incorrect, along with a ton that are labeled but the code isn't properly commented.

    I should be able to get another iteration of the xdf posted by tuesday with most of the startup stuff added and at least partially documented.

  15. #45
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    Here is a new version of the XDF. I have added most of the starting related tables but I still haven't figured out all of the math and probably won't until I get some time to datalog with an actual vehicle.

    I have added some of the EGR stuff and most of the TCC unlock features. I still need to work on the TCC PWM settings along with lock/unlock delay times.

    I also added the Pump Calibration Resistor Tables so you can copy from one to another to emulate changing the resistor.

    I also added the Garage Shift Torque Reduction stuff which reduces torque output when you shift into gear from P/N above a configurable RPM or throttle position.
    Attached Files Attached Files

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