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Heath ATT reflash

6.2 turbo said:
Is it that great that I should consider a ds4 conversion on my Tahoe,it has gas wiring now. So which would be easier to install and program OBDII or OBDI ?
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Right now?

OBD would be a lot less expensive and easier than OBDII to tune.

OBDII is flash based, OBD has you swapping chips.

OBD requires items like a datalogger, chip burning software/hardware, ALDL cables, etc. Most of what you need can be found at moates.net. You need a memcal adapter, unless you're very good with a soldering iron. In which case you can solder on a ZIF socket. Unless an OBD ECM for a diesel is different than a gas OBD ecm/pcm.

OBDII requires a hardware interface and a software package capable of tuning a 6.5, which currently is only available through Westers.com. I've been chasing down a few leads on whether or not Westers VDF files will work with Tunercats (which has been sold to JET tuning). I've also encountered a few bit's of anecdotal stuff that Westers files will work with JET DST software. Just FYI, westers is pretty much tunercats, it's been revamped though.

Speaking from a gasser background though, OBDII typically offers a higher baud rate and extended fueling tables. IOW, more precise control and more stuff to mess up.

Not sure if it's the same with diesels.....

Is this all worth it to swap in a DS4?

Dunno, you'd have to ask one of the more knowledgeable diesel guys on the board. But you'd have to swap in all the associated OBD/OBDII sensors/wiring in order to get it all to work right.....
 
It would be a good experience for me,but it would probably take lots of time.
 
Its a great idea, and just ask someone that already does it for a custom program, at least one vendor here will talk custom tuning with you. Heath is also continually revising his program, obviously since thats what this thread is about.

The electronic injection is great, and if you go with OBD1 you can use the special high output IP, model DS4-5068, which was only used in 94 HD trucks.
 
I agree that electronic injection is the way to go. Not that mechanical injection is bad, I just prefer the control electronic gives you.

The issue is getting into the PCM for the masses at an affordable price.

That's the key to busting open the tuning box.......


<gets real quiet and giggles and insiders laugh to self>
 
buddy said:
Its a great idea, and just ask someone that already does it for a custom program, at least one vendor here will talk custom tuning with you. Heath is also continually revising his program, obviously since thats what this thread is about.

The electronic injection is great, and if you go with OBD1 you can use the special high output IP, model DS4-5068, which was only used in 94 HD trucks.
Click to expand...

It would be great Buddy if you and GW and others who may be programming their own chips start a thread and talk about ideas and methods and whatnots. I'm sure some of the info would be 'copied', but if your not out for the money, then who cares?

I take great interest in the how-to of programming these, and really like reading about the fuel curves, shift points, pressures, and all the other good stuff.

Whats ironic is I"m completely happy with my stock tune, just wish it locked up TCC a few MPH earlier. Ignorance is bliss.
 
Turbine Doc said:
My point was the "king of fuel" I think you meant "kind of fuel" :D is same capability from any DS4 if it's asked for, I'm still testing that one, Bill is running a stock DS4 IP I asked him if there was a higher output IP or mech one, "If it was available, I'd be running it" Bill & Matt @ Peninsular are pretty hooked up with each other so if they could build a "h/o DS4" I think Bill would have it on the LSR already.

Bill did share with me that a h/o IP would be the next milestone, and sort of indicated it would not be based on the DS4, but would not share beyond that.

I just got another tune for my PCM yesterday that if I wanna smokes the highway similar to a wicked up notch 1/notch 2 Dmax now, it has shown good drive-ability thus far, but will double for a heavy skeeter fogger if I hit it too hard.
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I had a long talk with Peninsualr as well. I called them inquiring about a DB4. He told me that he could build me a DB2 to put out as much fuel as a DS4 and that I would not like the way a DB4 reacts in a truck app. It's a marine IP.
 
He can build you a DB2 that puts out as much fuel as a DS4 programmed by who is the question. They may not know the actual limits you can make them output.
 
Matt Bachand said:
It would be great Buddy if you and GW and others who may be programming their own chips start a thread and talk about ideas and methods and whatnots. I'm sure some of the info would be 'copied', but if your not out for the money, then who cares?

I take great interest in the how-to of programming these, and really like reading about the fuel curves, shift points, pressures, and all the other good stuff.

Whats ironic is I"m completely happy with my stock tune, just wish it locked up TCC a few MPH earlier. Ignorance is bliss.
Click to expand...


I've been programming gassers for a long time, diesels are new to me.

But rest assured, if/when I get rolling I'll share whatever I find/do with everyone.

I'm an "enthusiast". I'm not in it for profit or bragging rights. I'm in it for the fun and the challenge. Part of the fun is sharing with others. Legal and copyright issues are the only stoppers for me.

But, it looks like it won't be cheap to replicate if you try......OBDII at least.
 
A DS4 with a db2 cam ring is what I want. I think a four plunger DB2 will beat a maxed out stock DS4 ,except maybe 2500 rpms and up.
 
You should get your hands on a DS4-5068 and see if it is close to what you desire. The one year only "high ouptut" electronic IP. I have one to use and the programming if my IP ever craps out.
 
I'm currently running 5068 in my (1995) burb, I know there er peoples who say it wont give more fuel, that is true until you know what you do with chip, lets say there is one table what is allready maxed out with normal pumps, but can be tightened more with 5068.. More to come later, test chip is allready to shipped to member who is also running 5068.
 
You dont really need a special tune for a different turbo. The one for the ATT is to try to reduce black smoke as far as I can tell. All you need is one that is either tolerant of the boost you actually make or disables boost code all together, and it will work fine with most any tune.
 
Oh, I'm sure Kojo would do something up for you for the right price.

Or, since you're OBDI, you can learn how to burn your own chips.

Everything you need is available at Moates.net

Shop smart and you can be up and tuning for 5-800 bucks.

You might want to start with this though:

http://www.enghmotors.com/default.aspx

190 bucks and you're good to go.

It's a scanner that allows you to do some functions you'll need (TDC set, TDCO, etc) for your rebuild.
 
Does Moates sell a .XDF or tunercat definition file that you can buy other than the Westers one for $1600? If so I have seen one that doesnt include half the tranny tables and there are other performance related constants and tables not identified and/or mislabeled.

But like I said, it doesnt have to be anything special for an HX35 it will run based on your foot into the pedal, or per your own custom wastegate tweaking.
 
Now I'm really confused. Some have said the 5068 pump (of which I happen to have) is the best thing since sliced bread, while others have said its just plain burnt toast. So do you guys think the 5068 is just a wee bit better than a regular pump? Or is the 5068 the regular pump?
 
My understanding is the 5068 IP is basically the same pump just designed to put out more fuel at lower rpms but not more overall
 
Turbine Doc said:
One thing with the KOJO tune @ WOT you go to max fuel right away max EGT 1300F @ one point IIRC, which means with this re-flash you MUST RUN WITH GAUGE & MONITOR EGT. one caveat this was with open air box sucking direct under-hood air

The acceleration with Kojo vs the test Heath I'm running are on par, Heath program seems holds EGT back to 1100 which for towing IMO is a plus as there is some built in safety margin if one is not paying attention to EGT, Bill is in Bonneville so I need to talk to him some more when he comes back to town.
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Is this actually true, or just what it seems like? Different trucks, differnt exhaust, different intakes. Seems like you can't really judge that. Did scanner actually go to 80mm3 off the line and yours it doesnt? Or did you try both on your own truck. Changing the program is simple, I wouldnt judge todays tune off of future ones.
 
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