Duramax Diesels Forum Truck of the Week
  #586  
Old 05-06-2014, 11:43 AM
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Quote:
Originally Posted by MadMaxx61 View Post
I think what they want to know. Is say the case was no big deal. If you got that board would it work on a LLY/LBZ/LMM ECM. If you even got it to fit would the software part work?
At its core, the RoadRunner is just an emulator for a NOR FLASH memory chip. It can emulate one up to 1MB, depending on the version you get.

The issue is then: does the LLY ECU use the same NOR FLASH chip or interface?

LBZ and newer have some FLASH internal to the CPU, IIRC, so there is nothing you can do about that.

The best solution is pure software: a custom OS that takes realtime updates over OBD. HPTuners does this on a couple ECUs. Most aftermarket ECUs do this stock.
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  #587  
Old 05-06-2014, 12:15 PM
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Would the Roadrunner ECM still work if a LB7 was swapped to LLY with the LB7 electronics?
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  #588  
Old 05-06-2014, 12:51 PM
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yes
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  #589  
Old 05-06-2014, 01:14 PM
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Poor Jon is gonna hafta do some cleanup in this thread with this little side chatter about the roadrunner.

I'd much rather see the focus stay on fixing these freaking cranks in this thread.
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  #590  
Old 05-06-2014, 01:26 PM
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Originally Posted by SmokeShow View Post
Poor Jon is gonna hafta do some cleanup in this thread with this little side chatter about the roadrunner.

I'd much rather see the focus stay on fixing these freaking cranks in this thread.
Agreed. Maybe he can split the RoadRunner posts off to a new thread, since some of the info on the RR is still useful, just off-topic.
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  #591  
Old 05-06-2014, 01:28 PM
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Bad tuning breaks cranks, there I tied it all together
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  #592  
Old 05-06-2014, 02:19 PM
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Nah, it sparked new life to the thread, and gave new direction to the task at hand. It's all useful info to this project.
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  #593  
Old 05-20-2014, 09:22 AM
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Quote:
Originally Posted by Trippin View Post
The LMM OS has some funky rationality checks and in it. For instance, if it senses more than 4 degrees difference in the orientation of the crank at TDC and the cam position sensor trigger, it will prevent the engine from starting.

As far as the Dmax firing order goes, it is basically the classic 4-7 swap of a small or big block chevy. It seems different because the cylinders are numbered differently between classic V-8 Chevy and Dmax.

The 4-7 swap was originally done to help with cylinder filling. With 18436572, cyls 5 and 7 right next to each other, cyl 7 didn't fill as well in normally aspirated open plenum style intake manifolds.

The firing order I use (and what Jon has concluded) is the current Chevy LS engine firing order.



When we first started this in early 2010, I asked EFILive about it and was told that the firing order was hard coded into the OS. No table existed that would allow us to change the order.

The Bosch racing software will allow you to enter any order you like. You can also change the orientation of the crank reluctor wheel relative to TDC in the software. I had a customer install his reluctor wheel 90 degrees off and we just rewrote the parameter in the Bosch software.

Current LS fire order is 1-8-7-2-6-5-4-3

The fire order John concluded woulde be best is 1-5-6-3-4-2-7-8

While both will work, which one are you useing on your cams?
  #594  
Old 05-20-2014, 09:46 AM
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The LS piston numbering is different than Dmax. LS 18726543 is the same as Dmax 15634278
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  #595  
Old 05-20-2014, 09:48 AM
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I think this thread has run it's course.
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But.....What do I know.

'04.5 EC/LB 4x4.
Howard Rods w/ oiler hole.
Oval Chambers and valve reliefs cut in Mahle Cast Pistons. 17.5:1
SoCal Stage 2 heads, 3388 Cam, Billet Flywheel, and harmonic balancer.
Danville 68mm VVT Turbo
100 over injectors.
PPE Dual CP3s
ProFab Castflow headers and uppipes.
100 PSIA MAP Sensor
Kennedy dual lift pump.

Dynoed 690 HP / 1200 TQ
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