So are the PIDs in post #1 of this thread the newest, or is there a newer list somewhere?

 

Unfortunately, much time and experience has passed since the first post - and there are newer ones interspersed throughout the thread. I remember a big change in TC Slip, but the rest eludes me. I have been very preoccupied lately, but I plan to sift through this thread sometime and start yet another updated Torque PID thread.

I'm working on a whole new PID that hasn't been seen before, but it won't be ready until I've had a chance to prove it out.

 

EOT is good now. I changed it from F to C and now it's good. Go figure.

Does anyone have an idea about the HP numbers it gives?

 

Glad to hear it. IIRC, it uses things like your weight, distance, time, etc to calculate a rough HP.

Can't say how accurate it is, but have you filled in your vehicle profile, complete with an accurate weight?

Maybe someone who has used this feature before can say more about it

 

Does it cause Time and Space to fold in on itself and implode????

 

It's more of an UNimplosion PID. By far, the most common cause of woes right now is ICP related. Not just because of failures or age, but because improper tuning is frequently the root cause. The driver experiences a performance hit and his head will implode while searching for the source of sluggishness and soot.

To address this, I may have found a way to program a specialized PID in Torque Pro (not possible in AE, NGS, and many other scan tools). This PID would apply a number to the INefficiency of the HPO system (HPOI) that can be read on a gauge, in the data, and on a graph. The tricky part is to get it to work across the near-endless combinations of sticks, HPOPs, tunes, and condition of the engine. Since I have not seen anything like this before, I also need to establish a go/no-go threshold.

My tests to-date show things going sideways when the "HPOI gauge" exceeds a reading of 10. The numbers hover in the single digits when all is well, but once an engine reaches 10 on this PID, it's on the cusp of things going wrong quickly - and the number skyrockets from there easily. This reading mirrors what I see in the data of many trucks: Once the capabilities of the HPO system are surpassed, it's like taking a step backwards across the pivot of a see-saw - stumbling will ensue.

The HPOI PID might not have 10 as the norm on every truck, but it will allow many people to have a reference as to the condition of the HPO system - without the need for advanced understanding of what to look for on the other gauges. If the HPOI gauge always reads a max of 10, then one day it starts to pop 20, 50, or even 90 - the driver will instantly know something needs attention. Say you always read 10 or less on the HPOI and you install a tuner one day. If the HPOI stays low, you can feel better about your choice. If it goes bonkers, you'll immediately know that either the truck doesn't like the tune (truck not 100%) - or the tune doesn't like the truck (tune not 100%).

This is being tested on many data sets right now, and I am installing the PID on Stinky. I'll soon learn if this idea is rubber meeting road, or just soot out the pipe.

 

Whats the *C # your seeing. I got as high as 93*C / 198ish*F

CRAP...meant to highlight Melheli post..sorry

 

Tugly, that sounds awesome!

 

Man, I'm sure glad somebody around here has a Big Brain, Your explanation alone makes my Coconut expand......

 

I did enter my trucks profile. I entered 8200lbs as a rough guess. Their is a lowes distribution yard close to me, I'm gonna see if they'll let me put it on their scale. I'm hoping that the HP numbers are not very accurate. If they are I have problems or I'm very disappointed in the new sticks. Although I can't say I know what a 425-450HP truck feels like to drive.

I was seeing around 92C on my EOT. But it's all good now.

 

Stinky weighs 8000 with canopy and driver (according to the scale) 1/4 tank or full tank changes that number by over 200 pounds. It's hard to really nail weight over a period of time. I never trust calculated PIDs like HP and MPG... too many variables to account for.

 

Sorry bud, I got carried away. Lots of tech talk the last few days, and I forgot to dial it back a bit - you're not the only one that will have problems following that post.

Imagine a gauge on your portable device that measures the IMperformance of the High Pressure Oil Pump. The HPOP is the real force behind your "fuel Pressure"... to atomize the fuel before it lights off in the cylinder. Atomized fuel... a quick word about that:


So... the better the HPOP works when it counts, the better the atomization, performance, and EGTs. This gauge will be an "Atomization Ain't Right-O-Meter". When the gauge reads high, something is amiss in your High Pressure Oil system. It means something in the truck or the tune is asking for more High Pressure Oil than the HPOP can deliver, and the cause needs to be investigated - whether it's the pump, injector O-rings, ICP sensor, tune, or something else.

 

This is a great idea. I take it you have found a way to write a PID that references more than one data string from the PCM? (ICP and IPR Duty Cycle for instance)

When you're done with that one, maybe the same can be done with turbo efficiency using EBP and MAP.

Nice video too. That pretty much tells the story doesn't it?

 

Yes, that is the beauty of Torque Pro: You can make a PID by referencing other gauges that you are monitoring. This gives you the same ability to monitor and log that virtual PID, and to set alarms if it goes out of a certain range. My proposed PID started out as you say - comparing ICP and IPR... but it is far more complex because other factors need to be taken into consideration - and there are formulas to make it all work.

Turbo Deviation (TDev) is very straightforward, but it doesn't address exhaust leaks. It can, however, spot a bad EBP or MAP sensor:

Manifold Absolute Pressure
Short Name: MAP
PID: 221440
Units: PSI
Max/Min: 45.0/0.0
Equation: ((A*256)+B)*0.03625

Exhaust Back Pressure (Absolute)
Short Name: EBP
PID: 221445
Units: PSI
Max/Min: 55.0/0.0
Equation: ((A*256)+B)*0.03625

Turbo Deviation (you want a gauge that has 0 for center, and can swing positive or negative)
Short Name: TDev
PID: (NONE)
Units: (NONE)
Max/Min: 3.0/-1.0
Equation: ([221445]/[221440])-1

WARNING - This is untested, I just pulled it out off my bu... er... head. I've worked out my formula, but I haven't programmed it into TP yet, so some debugging will likely be needed when trying this. As always - test every new PID with KOEO before activating the PID.

 

Very cool! Thanks for all the work (or at least thought) you put into this.