Looking for customer input

[Powerstroke Man 6.4]

And to add to your new top post, all I can say is WOW I'm impressed. Can those options be adjusted in all the tunes, or only the "high" hp tunes? I would love to see TPMS, it would be so helpful for aftermarket rims etc. Keep up the good work, can't wait to try that out.

 

[SpartanDieselTech]

And to add to your new top post, all I can say is WOW I'm impressed. Can those options be adjusted in all the tunes, or only the "high" hp tunes? I would love to see TPMS, it would be so helpful for aftermarket rims etc. Keep up the good work, can't wait to try that out.

Adjustable in all tunes, once I'm finished. Will be added on top of the new base files when done.

A few of the selections won't be necessary in lower HP files, and won't appear.

TPMS is still on the drawing board, but will likely be near the end of this round of updates, since it requires a more serious firmware change to our device.

Our intention is to open up "God Mode" at your fingertips, and eliminate the need for conventional "custom tuning" in many situations. We are still scheduled to start offering custom files with the update release, but wanted to offer this option alongside it.

Even for a user who desires custom tuning, these tools will get you up and running, even with heavy hardware modifications. You can take a truck with 100% nozzles, Dual K16's and Non-VGT compounds and make it fully driveable with a few clicks, on your own.

 

[Powerstroke Man 6.4]

Adjustable in all tunes, once I'm finished. Will be added on top of the new base files when done.

A few of the selections won't be necessary in lower HP files, and won't appear.

TPMS is still on the drawing board, but will likely be near the end of our updates, since it requires a more serious firmware change to our device.

TC lockup can be adjusted correct? just making sure as I didn't see it in the list (might have missed it)

 

[SpartanDieselTech]

TC lockup can be adjusted correct? just making sure as I didn't see it in the list (might have missed it)

Yes, TC lockup is adjustable independently for all gears, with separate selections between part throttle and WOT.

 

[Powerstroke Man 6.4]

Yes, TC lockup is adjustable independently for all gears, with separate selections between part throttle and WOT.

Impressive

 

[Powerstroke Man 6.4]

Another question, that might (be answered in options) it would be cool if there was a option to independently adjust idle rail pressure. ( as some trucks might have a slight, unsteady idle and raising idle RP for example say 5800 to 6300 might correct the problem. (That list is already impressive as it stands.)

Thanks.

 

[SpartanDieselTech]

Another question, that might (be answered in options) it would be cool if there was a option to independently adjust idle rail pressure. ( as some trucks might have a unsteady idle and raising idle RP for example say 5800 to 6300 might correct the problem. Thought I would ask.

Most likely doable.

Is there a common hardware failure causing the idle issue? Haven't run across it myself.

 

[Powerstroke Man 6.4]

Most likely doable.

Is there a common hardware failure causing the idle issue? Haven't run across it myself.

I know, my drw which is spar tuned, does this and my GH tuned non vgt f250 did it, until I had Matt at gear head bump the idle RP from 5800 to 6300 psi.

 

[Powerstroke Man 6.4]

Another option I see popular among the H&S MCC custom tuning crowd is, having the ability to have the VGT (turned off at idle, to gain a "throaty" exhaust note at idle instead of the VGT hiss. (This is for guys that have stock style turbo setups).

 

[CAT35niner]

Matt just to confirm all those options you showed in the pictures will be at our touch? We can pick and choose what we want and not need custom tuning anymore so to say. I'm really looking forward to getting back to running your tunes. Been a long time coming.

 

[sootie]

Thought I'd sneak some pictures of progress on the upgrades and additions to our on-screen tuning.

I've added a ton of stuff- enough to damn nearly eliminate the need for "custom" tuning for many of you, in the conventional sense.

Options added on BETA:

Injector Nozzle Sizing
Allows selection between stock/default, 30% over, 60% over, 100% over, and 150% over nozzles. This is a global change to all fueling and pulsewidth (except WOT) that will calibrate nozzles back to necessary fueling levels.

Peak Injection Pulsewidth
Selections between 1.5ms, 1.6ms, 1.7ms, 1.8ms, 1.9ms, 2.0ms, 2.1ms, 2.2ms, 2.3ms, 2.4ms, and 2.5ms. This encompasses the max pulsewidth used in 95% of applications from small nozzles on a stock pump, to larger nozzles on dual K16's or larger. Simply raise the pulsewidth to your liking, or until it starts draining fuel rails.

Turbocharger Selection
Selections between Stock, Modified VGT (71 to 73mm Low Pressure, stock to 60mm High Pressure), Modified VGT (75 to 76mm LP, 59-60mm HP), Modified VGT (75 to 76mm LP, 61-66mm HP), or Fixed Geometry.

Modified VGT selections will correct VGT feedforward controller and exhaust backpressure tables for optimal operation with the selected turbochargers.

Fixed Geometry setting will turn off VGT controller, and disable diagnostic trouble codes associated, for use with non-VGT. This works for both single turbos or non-VGT compounds.

Low Boost Fueling/Smoke Control
Adjustable from Stock to +50%, in 10% increments, along with "OFF" This adjustment range is wide enough to eliminate smoke on the low end, and spool even large turbos on the high end.

Cooling Fan Engagement Temp, Engine
Full speed fan engagement temperature based on engine coolant. Allows selection from 215 to 230 degrees F.

Cooling Fan Engagement Temp, Trans
Full speed fan engagement temperature based on trans temp. Allows selection from 215 to 230 degrees F.

High Pressure Fuel System
Selectable between Stock, Aftermarket Single HPFP (such as the II Dragonfire), Dual K16/K16 (such as Elite's kit) and Dual K16/CP3 (River City and others).

This will correct VCV, PCV, and rail pressure settings, adaptive fuel pressure control parameters, and modify diagnostics to work with the selected system.

Throttle Dampening
Turns throttle dampening on or off. On for smoother throttle input, off for quicker response. Your choice.

Engine Rev Limiter
Self explanatory. Can choose between tune default, 3500, 3750, 4000, 4250, or 4500 and 4750 for built engines.

EGT Defueling Setpoint
Self explanatory. Configurable from 1400 to 1800 degrees, or OFF.

Oil Temperature Defueling Setpoint
Self explanatory. Configurable from 230 to 260 degrees, or OFF.

Coolant Temperature Defueling Setpoint
Self explanatory. Configurable from 230 to 250 degrees, or OFF.

Fuel Temperature Defueling Setpoint
Self explanatory. Configurable from 170 to 230 degrees, or OFF.

Transmission Hardware
Selections between Stock, Suncoast, River City, Elite, Midwest, and ATS. These settings will correct clutch pack boost times, shift pressures, and adaptive parameters to match the selected transmission.

Converter Stall RPM
Selections between 1600RPM, 1800RPM(Stock), 2000RPM, 2200RPM, and 2400RPM. Corrects k-factor calculations and torque converter lockup speed ratios.

Shift Solenoids
Selectable between stock or modified direct solenoid. Corrects boost time and shift pressures for a modded direct clutch solenoid, such as Suncoast.

1st though 6th Gear Torque Converter Lockup and Unlock Scheduling, Wide Open Throttle
Add or subtract in MPH to converter lock and unlock scheduling for each gear (10 adjustable parameters total)

5th and 6th Gear Torque Converter Lockup and Unlock Scheduling, Part Throttle
Adjustable in MPH for low and part throttle lockup and unlock, separately from WOT. Not available for gears 1, 2, and 3 since lockup is not used.

WOT RPM Based Shift Points
Configurable from 3100RPM to 4000RPM for 1st, 2nd, 3rd, 5th, and 6th gears independently.

1st through 6th Gear Upshift and Downshift Scheduling
1-2, 2-1, 2-3, 3-2, 3-5, 5-3, 5-6, and 6-5 Shift schedules adjustable by MPH. 10 independent tables for shift customization.

6th Gear Tow/Haul Lockout
On/Off selection. Selecting on blocks 6th gear in Tow/Haul, effectively making the Tow/Haul button an Overdrive On/Off selection. Useful for guys running large turbos who need to downshift to keep the turbo spooled, for various purposes.

Shift Firmness
Shift firmness adjustable for 1-2, 2-3, 3-5, and 5-6 shifts independently. Adjustable by percentage, -20% to +25%. Adjustments correct shift pressures and transmission adaptive slip times simultaneously, to the desired shift feel.

Torque Converter Lockup Firmness
Selectable from -20% to +30%. Adjusts converter lockup pressures and adaptive slip times simultaneously

These are added on top of our already existing parameters.

Injector Pulsewidth selection

Nozzle Size selection

Turbocharger selection

High Pressure Fuel System selection

Transmission Hardware selection

Low Boost Fueling selection

If anyone has any suggestions on things you'd like to see added, feel free.

Holy ***!!!

Most likely doable.

Is there a common hardware failure causing the idle issue? Haven't run across it myself.

in my case, it was due to extensive piston machining, delipped bowls and .040 valve reliefs. bump idle rail pressure from 4400 to 6000 and the heavy blue haze stopped...

would be a sweet option. (not a rough idle just heavy hazing)

 

[Shipmate]

Here is my 1st impression of the 325 tune. It’s very smooth shifting , I think the injectors maybe a little louder while accelerating but that may me just me. The touchy pedal is almost gone, I felt it just a little while turn in the parking lot this morning. I was looking at the speedometer and seeing when the torque converter would lock up, it locked at 55mph. I was like this cannot be right. Then I started looking at how fast I was driving on the wet curvy roads here in Washington State. 60mph, there is no way I was doing 60mph. So the Speedo is off by 10 mph I do believe. I have a 2008 Job 3 truck 3.73 gears and 35’ tires. I did not get up in the highway. I may take that route home this afternoon. Last is Smoke, I was looking in the side mirror a lot and I saw nothing. So all in all this tune is very well behaved for city driving. I did not feel the lack of power down low like was said early in this post. I will continue to post my impressions of this tune.
Only Issues so far in Speedo is off by 10mph, Injectors are a little loud maybe.

 

[3brorce]

How are these options put into affect? You build the file truck not running by going through the options then it has to be flashed into the truck correct? Are certain ones like duration switch on the fly or how does the process work?

 

[SpartanDieselTech]

Matt just to confirm all those options you showed in the pictures will be at our touch? We can pick and choose what we want and not need custom tuning anymore so to say. I'm really looking forward to getting back to running your tunes. Been a long time coming.

Yes, that's correct. That's not to say there won't be any value in hand tuning whatsoever, but this will reduce the necessity by magnitudes. Handwritten customer files will likely only be necessary with extreme modifications or if you are looking to milk every HP for competitive purposes.

Most "custom tuning" is utilizing known sets of values anyway. Each custom tune writer has their own, but those sets of proven values don't vary unless oddball hardware calls for it. The operation of "custom tuning" is most frequently an operation of assembling sets of values already established, to match the hardware you have, sometimes with minor tweaks to shifting and the like.

With these tools, it simply moves those operations from my fingertips to yours. Rather than waiting on us to make a file, or add a tweak here or there, it's available any time you need it. We are able to pack 80% of the usable functionality of conventional custom tuning software, into something that, not only are you not stuck waiting for custom file delivery, but you don't even need to drag out a laptop for.

This will also work in conjunction with the PC-based custom tuning software we have in development (yes, it is coming, but it will be a little while).

 

[Jeff@Spartan]

How are these options put into affect? You build the file truck not running by going through the options then it has to be flashed into the truck correct? Are certain ones like duration switch on the fly or how does the process work?

I'm not sure if you're familiar with our 7.10 software or not, but this is an elaborate expansion of that on-screen tuning software. You select the tune first and then you're given the option before loading to make changes to file. Once you've made your changes, you flash the ECM/TCM.

 

[Shipmate]

Is this tune off on the Speedo? I swear its 10mph fast. 3.73s and 35s.

 

[Jeff@Spartan]

Is this tune off on the Speedo? I swear its 10mph fast. 3.73s and 35s.

The converter lock-up is later than a standard early lock file. That could be throwing you off?

 

[Shipmate]

Ok. I will say to the POPO, "Well Officer Jeff said it was just my converter locking up late. That's why I was doing 45 but my speedo says 55."
On the news this morning they are giving tickets for going slow in the fast lane!:evil

 

[Jeff@Spartan]

Ok. I will say to the POPO, "Well Officer Jeff said it was just my converter locking up late. That's why I was doing 45 but my speedo says 55."
On the news this morning they are giving tickets for going slow in the fast lane!:evil

Your speedometer definitely shouldn't be off 10 MPH. At most, with 35" tires, it should be off just a few at that low of a speed.

Maybe Matt can elaborate more on the possible issue when he gets back on later.

 

[CAT35niner]

Yes, that's correct. That's not to say there won't be any value in hand tuning whatsoever, but this will reduce the necessity by magnitudes. Handwritten customer files will likely only be necessary with extreme modifications or if you are looking to milk every HP for competitive purposes.



Most "custom tuning" is utilizing known sets of values anyway. Each custom tune writer has their own, but those sets of proven values don't vary unless oddball hardware calls for it. The operation of "custom tuning" is most frequently an operation of assembling sets of values already established, to match the hardware you have, sometimes with minor tweaks to shifting and the like.



With these tools, it simply moves those operations from my fingertips to yours. Rather than waiting on us to make a file, or add a tweak here or there, it's available any time you need it. We are able to pack 80% of the usable functionality of conventional custom tuning software, into something that, not only are you not stuck waiting for custom file delivery, but you don't even need to drag out a laptop for.



This will also work in conjunction with the PC-based custom tuning software we have in development (yes, it is coming, but it will be a little while).

Okay awesome!! Will it be basically the same for us manual guys just minus trans options? And will these new tunes still show the e g r and d p f status enabled but they're turned off? My only concern is when the od2 would be checked in an inspection.