I have been tuning for a little over a year now, but it has been limited to my Z28. I am interested in learning some diesel tuning basics now that HPT is supporting the Duramax/Allison.

I would like some basic info on tuning strategy, where to begin, and what tables/parameters do what.

Examples:
How to increase boost pressure
How to add fuel on stock injectors (what is a safe limit?)
Tuning injector timing
How to tune via EGT's
Shift pressure and tranny tuning
How to eliminate the EGR, ect.
Ect.I would like this thread to become a good resource for people who are interested in tuning their own diesels with HPT but don't quite know where to begin.

Thanks :beerchug:,
Kevin

I have no idea how HP works, but don't be afraid to change things. You learn the most by making mistakes. Change a little at a time. If it don't work, change it back and try something different. I'd start with a stock tune and work your way up. You will learn the most from doing that.

its the same pcm so all the same principles are the same bobo unfortunatly im no diesel tuner so helping each other would be nice ;)

Start by adding a little pulse width in the main injection pw table be sure to leave idle Parameters alone. 0-70mpa; 0-30mm3. start off with a peak of 2000ms. Try to keep the rail psi around 20-22,000

Kick some timing in on the correct timing table. To find out which one is correct change the one closest to your baro-press.

Start your new timing curve at 1800rpm around 9 degrees of timing. Change the values in 90-110mm3. Increase your timing 1.5 degrees per column up to 3400. Then flaten the table out. After you created your timing curve blend the rest.

Adjust throttle base injection quantity @ 100% throttle to be 110mm3 from 2200rpm to 3200rpm.

I can't give it all away but I can get you going in the right direction.

Be careful how much power you put to a stock trans.

Hey.....this could turn into good sticky info ;)

Hey.....this could turn into good sticky info ;)

I sure hope so.

Start by adding a little pulse width in the main injection pw table be sure to leave idle Parameters alone. 0-70mpa; 0-30mm3. start off with a peak of 2000ms. Try to keep the rail psi around 20-22,000

Kick some timing in on the correct timing table. To find out which one is correct change the one closest to your baro-press.

Start your new timing curve at 1800rpm around 9 degrees of timing. Change the values in 90-110mm3. Increase your timing 1.5 degrees per column up to 3400. Then flaten the table out. After you created your timing curve blend the rest.

Adjust throttle base injection quantity @ 100% throttle to be 110mm3 from 2200rpm to 3200rpm.

I understand not wanting to give away all your hard earned secrets:ro). But could you indulge me and explain what changing each one of these parameters will do (ie. increasing the main injection PW adds fuel, correct?). Is there something other than rail pressure I should be aiming for (EGT?).

I would like to gain some understanding as to what all these parameters do (sorry for the noobie questions, but I have a feeling a lot of people are confused about this stuff), I don't want to just blindly change parameters.

Thanks guys :cool:,
Kevin

Egt's increase when unburnt fuel passes through the turbo. This is one reason other than power, why we increase timing. If you add fuel you need timing or more air to combat high egt's. With a stock turbo you don't want to go over 32 psi. You increase egt's and the risk of turbo failure if you go beyond that threshold.

Changing the throttle base injection quantity lets you use the full potential of most of the tables fuel, timing and air.

You will make the most usable power with the rail psi around 20-22,000psi when you increase the fuel to drain the rail past this threshold you will lose power because of less atomization of the fuel and more unburnt fuel passing through the exhaust causing an increase in egts.

A common rule of thumb with egt's is the gauge should be aproching 1600 at the 1/4 mile mark.

Do not hold at 1600 for very long or you can damage things like the turbo.

Here is some good info from HPT's forum:

http://www.hptuners.com/forum/showthread.php?t=8330

Kevin

A common rule of thumb with egt's is the gauge should be aproching 1600 at the 1/4 mile mark.



Aproaching the 1600* mark? :think: On my LB7 I pegged the 1600* pyro well before then:grd:

There is no free lunch, lotsa timing isnt good on hard parts ;) Not saying you are talking about running excessive timing by anymeans.....just mean to say that one should be carefull with it. Running too much timing wont necissarily make your motor go poof right away but just becasue it dosnt dont mean you arnt running real high cylinder pressures and doing lotsa harm.

And on EGT's.....my LB7 IHI turbo lasted 55k miles of pegging the gauge at any WOT pass most of them am injesting lotsa N2O.....sustained EGT's isnt good but an IHI turbo will take lotsa heat for a short burst ;)

What is considered excessive timing?

Kevin

That's rule of my thumb and it has worked well.

What is considered excessive timing?

Kevin40 degrees. Remember, take baby steps!

You guys ROCK! Keep the info coming.

Kevin

How about some Allison tuning techniques?

Now I we just need som LBZ support!

Kevin

How about some Allison tuning techniques?

Now I we just need som LBZ support!

Kevin



I'll second that! :help:

As far as the ally is concerned I don't know what your software is capable of. EFILive limits us to what we can control mostly for our safety. The allison tcm is a sophisticated computer with many ways to cause damage. If you don't understand the way an allison works you should just let the computer do the work for you adaptively. One peice of sound advice I can give you is find someone with an 01 d-max and copy their tcm and use the same os in your tcm.

Here is some of the tables that are avaliable...

I don't know auto trans tuning, so this is all new to me.

Kevin

Please show me more. I'm liking what I'm seeing. How about a few more screen shots of the rest of the tabs in the window

Play with increasing the preset oncoming pressure. Go easy you don't want to cause a tie up.

This is the only other tab that has any parameters in it, the others are blank. If you would like to see any of the tables, let me know.

Kevin

Well it looks like hptuners has most of the same tables. Try locking the converter sooner in each gear.

Lets keep the tensions down in here fellas. No need for sarcasm in public view.

Thanks Unit453.

Kevin

I have been going through the tables checking things out. I just sent my HPT cable off for upgrade so I can play with my new toy (03 D/A). I am very familar with playing in the trans tables and plan on playing there the most. To many people afraid of what they do not under stand. I may not under stand it yet but I will ;)

HPT is a nice addition to the rest of my tuning software :)

What's in the Torque Management tab?

Alot of the tabs are empty right now. Only TM is on the Engine side.

Yeah I don't believe anyone has access to any of the tranny TM tables with either efilive or hptuners yes unfortunatly, correct me If im wrong, but heres a screenshot of the TM tables we do have...theres about 20 of them I'd say at a quick glance

I would be real interested in looking at the 'TAPS' tables myself.

BTW My cable should be there today for upgrade :D

What can this do for a b-body LT1?

it'll scan 96-97 LT1's that are obd 2 but thats about it...completely different computers unfortunately so there are only a few options out for them.

What can this do for a b-body LT1?

TTS Datamaster will datalog the OBD1 LT1's
http://www.ttspowersystems.com/DataMaster.html

We have used it on a few LT1s but you do not get every thing you need.

Auto tap works when it wants to..unless you can dig up the 1.0 version ;)

MX scan is out also. I have it just have not used it. Have been using Mac Task master and Wide band

This is a good thread. Any other helpful hints?


C-ya