Post here guys!
[OFFICIAL] Torque Pro App thread
chris12559
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If video will not encode....uninstall java 64bit and download 32bit version...
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How did you get the time and distance to show up? What equations did you use?
I've never used Torque but I think the equations below will work. You might have to change the short name if it is too long. I haven't checked the average time lately but my average distance is 273km.
PID: 018B
Long Name: DPF REGEN AVGT
Short Name: DPF AVGT
Minimum value: 0
Maximum value: 65535
Scale Factor: 1x
Unit Type: Min
Equation: (D*256)+E
PID: 018B
Long Name: DPF REGEN AVGD
Short Name: DPF AVGD
Minimum value: 0
Maximum value: 65535
Scale Factor: 1x
Unit Type: Km
Equation: (F*256)+G
PID: 018B
Long Name: DPF REGEN AVGT
Short Name: DPF AVGT
Minimum value: 0
Maximum value: 65535
Scale Factor: 1x
Unit Type: Min
Equation: (D*256)+E
PID: 018B
Long Name: DPF REGEN AVGD
Short Name: DPF AVGD
Minimum value: 0
Maximum value: 65535
Scale Factor: 1x
Unit Type: Km
Equation: (F*256)+G
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149 Posts
Awesome, thanks, I'll give them a shot.
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218 Posts
Cool. I need this now. Which Bluetooth OBD-II reader did you use with your app?
Mine is a pretty cheap one.
Amazon.com: Vgate Bluetooth Scan Tool OBD2 OBDII Scanner for TORQUE APP ANDROID: Automotive
Just cant leave it in all the time.
Maybe spending more will let you leave it plugged in, not sure.
Thread by Scooter:
http://www.ram1500diesel.com/forum/ram-1500-diesel-electrical/4111-bluetooth-obd-2-reader.html
ebay
obd 2 bluetooth android | eBay
Amazon.com: Vgate Bluetooth Scan Tool OBD2 OBDII Scanner for TORQUE APP ANDROID: Automotive
Just cant leave it in all the time.
Maybe spending more will let you leave it plugged in, not sure.
Thread by Scooter:
http://www.ram1500diesel.com/forum/ram-1500-diesel-electrical/4111-bluetooth-obd-2-reader.html
ebay
obd 2 bluetooth android | eBay
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218 Posts
Thanks.
I cancelled my order of ultragauge and ordered OBDLink MX instead. Bluetooth and phone app is the way to go.
I just need to monitor temps and DPF regens. Looks like torque app can do what Edge/Banks is doing at a fraction of the cost.
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149 Posts
Well they seem to work, my average distance is only 74 miles
. Time says 165. I do a lot of short trips though... time for a road trip!
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149 Posts
I would appreciate that if you have the time. I'm sure some other people would to. Thanks
No problem. This should work for any of the apps that support the ability to enter custom pids. I don't use any of them but the Torque format is the easiest to deal with so I will use it as the example. The others will work but you are on your own to figure out bit position and scaling formats.
For the purpose of this how-to lets assume you want to add MAP and RPM.
Step 1:
Find a copy of the the J1979 standard. I am not going to post a copy but if you Google "J1979da" I am sure you will find a copy quickly(FT86club). This document has the list of all the parameters standardized across the industry. OEM's don't have to support every parameter so some will work, others will not. I will post the list of id's that work on my truck at the end.
Step 2:
First off scan/search through the document to find MAP. If you are using the document found from the google search I suggested then it is on page 13. No matter what copy you use it will be PID 0B. Note the PID, data byte, min/max value and the scaling.
Step 3:
Now take a look at the format of the Torque custom pid
PID:
Long Name:
Short Name:
Minimum value:
Maximum value:
Scale Factor:
Unit Type:
Equation:
The first field is PID. There are two parts to this field. The first is the mode. For the purpose of this how-to, this number will always be 01. There are others but I won't go into that here. The second part is the PID number. According to the J1979 standard, MAP is PID 0B. Concatenating those two numbers makes the PID field equal to 010B.
The next two fields are names. I assume you can put whatever you want here but there might be length/character restrictions. The standard gives you a decent names in the description and external test equipment columns. That makes the Long Name field equal to Intake Manifold Absolute Pressure and the Short Name Field equal to MAP.
The Minimum and Maximum Value fields can be pulled directly from the .pdf. The standard says the Minimum Value equals 0 and the Maximum Value equals 255.
I am not sure what Scale Factor is for so I would leave it at 1x until somebody who knows what it is for chimes in.
Unit Type can be either Imperial or Metric based on preference. I use metric and so does the standard so we can set it to kPa. If you want it in Imperial units you will need to adjust the equation field.
The equation field is derived from the data byte and scaling/bit fields in the SAE document. The data byte tells Torque the raw value we need to scale is in the "A" location. According to the document the MAP scaling is 1 kPa per bit so we don't need to apply a special formula. That makes the equation simply equal to A. If you are using PSI then you will need to change that so something like (A*145)/1000. That is an approximate value, you should adjust it to suit your desired accuracy.
Step 4:
Based on step 3, if you use the metric system your custom pid should look something like this:
PID: 010B
Long Name: INTAKE MANIFOLD ABSOLUTE PRESSURE
Short Name: MAP
Minimum value: 0
Maximum value: 255
Scale Factor: 1x
Unit Type: kPa
Equation: A
Input that into Torque and enjoy. At sea level with the engine off, you should see something like 99 kPa. It will vary depending on weather and altitude. You could also make this a gauge value by subtracting the barometric pressure.
For RPM things change a little. I have this for RPM:
PID: 010C
Long Name: ENGINE RPM
Short Name: RPM
Minimum value: 0
Maximum value: 16383.75
Scale Factor: 1x
Unit Type: RPM
Equation: ((A*256)+B)/4
The only big difference is in the equation.The first thing we need to do is figure out the raw value. When Torque asks the PCM for a PID the PCM responds with a few numbers that don't matter in this context and X number of data bytes(in the case of RPM, two data bytes). Torque doesn't know that these two data bytes(in Hex) are one whole number so we need to do that in the equation. That is why the ((A*256)+B) is in there. If there were four data bytes then the raw value part of the equation would be ((A*16777216)+(B*65536)+(C*256)+D). The scaling for Engine Speed is 1/4 RPM per bit so we can divide the raw value by 4 which makes the whole equation ((A*256)+B)/4.
My truck supports the following PID numbers: 01,04,05,0B,0C,0D,10,13,1C,1F,21,24,30,31,33,3C,41,42,46,49,4A,4F,51,5C,5D,5E,61,62,63,65,68,69,6A,6B,6D,70,71,73,77,78,7A,7F,81,82,83,85,88,8B,8F
Even though my truck supports all those PIDs, sometimes there are more than one signal within a PID. For example, the EGT PID 78 contains EGT11,12,13,14. My truck only supports EGT11, 12 and 13. Even if you code in EGT14 you won't get a value because the truck doesn't support it.
I know this ran way too long and got a little too technical. Hopefully it makes sense. I would be happy to expand on it if there are any questions.
For the purpose of this how-to lets assume you want to add MAP and RPM.
Step 1:
Find a copy of the the J1979 standard. I am not going to post a copy but if you Google "J1979da" I am sure you will find a copy quickly(FT86club). This document has the list of all the parameters standardized across the industry. OEM's don't have to support every parameter so some will work, others will not. I will post the list of id's that work on my truck at the end.
Step 2:
First off scan/search through the document to find MAP. If you are using the document found from the google search I suggested then it is on page 13. No matter what copy you use it will be PID 0B. Note the PID, data byte, min/max value and the scaling.
Step 3:
Now take a look at the format of the Torque custom pid
PID:
Long Name:
Short Name:
Minimum value:
Maximum value:
Scale Factor:
Unit Type:
Equation:
The first field is PID. There are two parts to this field. The first is the mode. For the purpose of this how-to, this number will always be 01. There are others but I won't go into that here. The second part is the PID number. According to the J1979 standard, MAP is PID 0B. Concatenating those two numbers makes the PID field equal to 010B.
The next two fields are names. I assume you can put whatever you want here but there might be length/character restrictions. The standard gives you a decent names in the description and external test equipment columns. That makes the Long Name field equal to Intake Manifold Absolute Pressure and the Short Name Field equal to MAP.
The Minimum and Maximum Value fields can be pulled directly from the .pdf. The standard says the Minimum Value equals 0 and the Maximum Value equals 255.
I am not sure what Scale Factor is for so I would leave it at 1x until somebody who knows what it is for chimes in.
Unit Type can be either Imperial or Metric based on preference. I use metric and so does the standard so we can set it to kPa. If you want it in Imperial units you will need to adjust the equation field.
The equation field is derived from the data byte and scaling/bit fields in the SAE document. The data byte tells Torque the raw value we need to scale is in the "A" location. According to the document the MAP scaling is 1 kPa per bit so we don't need to apply a special formula. That makes the equation simply equal to A. If you are using PSI then you will need to change that so something like (A*145)/1000. That is an approximate value, you should adjust it to suit your desired accuracy.
Step 4:
Based on step 3, if you use the metric system your custom pid should look something like this:
PID: 010B
Long Name: INTAKE MANIFOLD ABSOLUTE PRESSURE
Short Name: MAP
Minimum value: 0
Maximum value: 255
Scale Factor: 1x
Unit Type: kPa
Equation: A
Input that into Torque and enjoy. At sea level with the engine off, you should see something like 99 kPa. It will vary depending on weather and altitude. You could also make this a gauge value by subtracting the barometric pressure.
For RPM things change a little. I have this for RPM:
PID: 010C
Long Name: ENGINE RPM
Short Name: RPM
Minimum value: 0
Maximum value: 16383.75
Scale Factor: 1x
Unit Type: RPM
Equation: ((A*256)+B)/4
The only big difference is in the equation.The first thing we need to do is figure out the raw value. When Torque asks the PCM for a PID the PCM responds with a few numbers that don't matter in this context and X number of data bytes(in the case of RPM, two data bytes). Torque doesn't know that these two data bytes(in Hex) are one whole number so we need to do that in the equation. That is why the ((A*256)+B) is in there. If there were four data bytes then the raw value part of the equation would be ((A*16777216)+(B*65536)+(C*256)+D). The scaling for Engine Speed is 1/4 RPM per bit so we can divide the raw value by 4 which makes the whole equation ((A*256)+B)/4.
My truck supports the following PID numbers: 01,04,05,0B,0C,0D,10,13,1C,1F,21,24,30,31,33,3C,41,42,46,49,4A,4F,51,5C,5D,5E,61,62,63,65,68,69,6A,6B,6D,70,71,73,77,78,7A,7F,81,82,83,85,88,8B,8F
Even though my truck supports all those PIDs, sometimes there are more than one signal within a PID. For example, the EGT PID 78 contains EGT11,12,13,14. My truck only supports EGT11, 12 and 13. Even if you code in EGT14 you won't get a value because the truck doesn't support it.
I know this ran way too long and got a little too technical. Hopefully it makes sense. I would be happy to expand on it if there are any questions.
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Thanks very much for the info. I was wondering how people were figuring out these "formulas." I'll give them a shot this weekend. Anyways Torque comes with a slew of "standard" sensors that it looks for but not all of them work. So maybe this will help fill in the blanks. Thank you for taking the time to explain all that.
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149 Posts
Torque App PID's
Well after lots of testing I got all the ones you got plus 6FA1. I went on a two-hour drive after setting up all the newly found ones' equations and they all seem to make sense. Thanks for sharing this. For anyone who hasn't had the time to experiment on there own here are the specific ones that I added and thought were interesting to, but not necessarily needed. I added Eco D to all mine so i know which is which in the list but it doesnt matter. You could also change the short name a bit if you wanted:
PID: 016d
Long Name: Fuel Rail Pressure EcoD
Short Name: Rail P
Minimum value: 0
Maximum value: 655350
Scale Factor: 1x
Unit Type: kPa
Equation: ((D*256)+E)*10
PID: 016d
Long Name: Fuel Rail Temp EcoD
Short Name: Rail T
Minimum value: -40
Maximum value: 215
Scale Factor: 1x
Unit Type: °C
Equation: F-40
PID: 016f
Long Name: Turbo Inlet Pressure EcoD
Short Name: TURB IN P
Minimum value: 0
Maximum value: 255
Scale Factor: 1x
Unit Type: kPa
Equation: B
PID: 0171
Long Name: Variable Geometry Turbo Position EcoD
Short Name: VGT Pos
Minimum value: 0
Maximum value: 100
Scale Factor: 1x
Unit Type: %
Equation: (C*100)/255
PID: 0173
Long Name: Exhaust Pressure EcoD
Short Name: EXST P
Minimum value: 0
Maximum value: 655.35
Scale Factor: 1x
Unit Type: kPa
Equation: ((B*256)+C)/100
PID: 0177
Long Name: Charge Air Cooler Temp EcoD
Short Name: CAC T
Minimum value: -40
Maximum value: 215
Scale Factor: 1x
Unit Type: °C
Equation: B-40
PID: 0178
Long Name: Exhaust Gas Temp 2 EcoD
Short Name: EGT2
Minimum value: -40
Maximum value: 6513.5
Scale Factor: 1x
Unit Type: °C
Equation: (((D*256)+E)/10)-40
PID: 0178
Long Name: Exhaust Gas Temp 3 EcoD
Short Name: EGT3
Minimum value: -40
Maximum value: 6513.5
Scale Factor: 1x
Unit Type: °C
Equation: (((F*256)+G)/10)-40
PID: 017a
Long Name: DPF Delta Pressure EcoD
Short Name: DPF Delta
Minimum value: -327.68
Maximum value: 327.67
Scale Factor: 1x
Unit Type: kPa
Equation: ((signed(B)*256)+C))/100
I also changed the DPF Regen Mode from the previous equation given on the Jeep Garage forum because I don’t understand how the person came up with that equation. Reading the literature I believe it should be split between two different sensors. For each individual string, there can only be a 0 or a 1 per the J1979 standard. Part of the equation references DPF Regen Status, which is either “0 Not in Progress” or “1 In Progress”. The other part of the equation references DPF Regen Type and it is “0 Passive DPF Regen” or “1 Active DPF Regen”. Therefore, the sum of the two references should only be 2. However, for some reason it is 3 with the previously posted equation which I assume has something to do with the <1 symbol. So you really only need one of these equations but I am leaving both of them up just in case something weird happens with them. Also note that the equation is curly brackets { }, not parenthesis.
PID: 018b
Long Name: DPF Regen Mode
Short Name: Regen M
Minimum value: 0
Maximum value: 1
Scale Factor: 1x
Unit Type: Mode
Equation: {B:0}
PID: 018b
Long Name: DPF Regen Type
Short Name: Regen T
Minimum value: 0
Maximum value: 1
Scale Factor: 1x
Unit Type: Mode
Equation: {B:1}
Finally, the DPF Regen Percent provided earlier in the thread isn’t necessarily an indication of actual DPF clogging percent but more so based on the likely hood when the computer will next initiate a regen based on “the normalized DPF loading, time, distance, drive cycles, or other criteria” per the J1979 standard document. Therefore, the percentage is representative of whichever criteria is closest to being met to trigger a regen. That’s why yesterday my DPF percent went from 73.1% to 100% after coming off the highway after an hour and a half or so of cruising. Something decided it was time to regen. Here is an excerpt graph I made from my Torque Pro App Log Starting 5 minutes prior to regen. As you can see in the legend I adjusted some of the values by factors of 10 so they would look better in the graph. Sadly I was not going 550 mph, only 55!
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Well after lots of testing I got all the ones you got plus 6FA1. I went on a two-hour drive after setting up all the newly found ones' equations and they all seem to make sense. Thanks for sharing this. For anyone who hasn't had the time to experiment on there own here are the specific ones that I added and thought were interesting to, but not necessarily needed. I added Eco D to all mine so i know which is which in the list but it doesnt matter. You could also change the short name a bit if you wanted:
PID: 016d
Long Name: Fuel Rail Pressure EcoD
Short Name: Rail P
Minimum value: 0
Maximum value: 655350
Scale Factor: 1x
Unit Type: kPa
Equation: ((D*256)+E)*10
PID: 016d
Long Name: Fuel Rail Temp EcoD
Short Name: Rail T
Minimum value: -40
Maximum value: 215
Scale Factor: 1x
Unit Type: °C
Equation: F-40
PID: 016f
Long Name: Turbo Inlet Pressure EcoD
Short Name: TURB IN P
Minimum value: 0
Maximum value: 255
Scale Factor: 1x
Unit Type: kPa
Equation: B
PID: 0171
Long Name: Variable Geometry Turbo Position EcoD
Short Name: VGT Pos
Minimum value: 0
Maximum value: 100
Scale Factor: 1x
Unit Type: %
Equation: (C*100)/255
PID: 0173
Long Name: Exhaust Pressure EcoD
Short Name: EXST P
Minimum value: 0
Maximum value: 655.35
Scale Factor: 1x
Unit Type: kPa
Equation: ((B*256)+C)/100
PID: 0177
Long Name: Charge Air Cooler Temp EcoD
Short Name: CAC T
Minimum value: -40
Maximum value: 215
Scale Factor: 1x
Unit Type: °C
Equation: B-40
PID: 0178
Long Name: Exhaust Gas Temp 2 EcoD
Short Name: EGT2
Minimum value: -40
Maximum value: 6513.5
Scale Factor: 1x
Unit Type: °C
Equation: (((D*256)+E)/10)-40
PID: 0178
Long Name: Exhaust Gas Temp 3 EcoD
Short Name: EGT3
Minimum value: -40
Maximum value: 6513.5
Scale Factor: 1x
Unit Type: °C
Equation: (((F*256)+G)/10)-40
PID: 017a
Long Name: DPF Delta Pressure EcoD
Short Name: DPF Delta
Minimum value: -327.68
Maximum value: 327.67
Scale Factor: 1x
Unit Type: kPa
Equation: ((signed(B)*256)+C))/100
I also changed the DPF Regen Mode from the previous equation given on the Jeep Garage forum because I don’t understand how the person came up with that equation. Reading the literature I believe it should be split between two different sensors. For each individual string, there can only be a 0 or a 1 per the J1979 standard. Part of the equation references DPF Regen Status, which is either “0 Not in Progress” or “1 In Progress”. The other part of the equation references DPF Regen Type and it is “0 Passive DPF Regen” or “1 Active DPF Regen”. Therefore, the sum of the two references should only be 2. However, for some reason it is 3 with the previously posted equation which I assume has something to do with the <1 symbol. So you really only need one of these equations but I am leaving both of them up just in case something weird happens with them. Also note that the equation is curly brackets { }, not parenthesis.
PID: 018b
Long Name: DPF Regen Mode
Short Name: Regen M
Minimum value: 0
Maximum value: 1
Scale Factor: 1x
Unit Type: Mode
Equation: {B:0}
PID: 018b
Long Name: DPF Regen Type
Short Name: Regen T
Minimum value: 0
Maximum value: 1
Scale Factor: 1x
Unit Type: Mode
Equation: {B:1}
Finally, the DPF Regen Percent provided earlier in the thread isn’t necessarily an indication of actual DPF clogging percent but more so based on the likely hood when the computer will next initiate a regen based on “the normalized DPF loading, time, distance, drive cycles, or other criteria” per the J1979 standard document. Therefore, the percentage is representative of whichever criteria is closest to being met to trigger a regen. That’s why yesterday my DPF percent went from 73.1% to 100% after coming off the highway after an hour and a half or so of cruising. Something decided it was time to regen. Here is an excerpt graph I made from my Torque Pro App Log Starting 5 minutes prior to regen. As you can see in the legend I adjusted some of the values by factors of 10 so they would look better in the graph. Sadly I was not going 550 mph, only 55!
Good job! I will have to check 6F and A1 to see if they work on my truck. I must have missed those.
Your PID 7A needs to be signed or it won't read right when it goes negative. I am not exactly sure how to do that but try something like "Equation: (signed((B*256)+C))/100"
For this truck Byte B of PID 8B is just a bitmap indicating the status/type of regen. The reason the Jeep Garage pid equaled three is because in active regen both bit 0 and bit 1 would be set which would make the whole byte = 3(assuming no other bits were set). It looks like the person who came up with the Jeep Garage equation was trying to do some fancy bit shifting but as far as I can tell "Equation: B" would do the same thing. The way you did it is fine but you need to change the equation for DPF Regen Type to {B:1}. I don't think having both is really necessary since I have never seen a case where bit 0 is set and bit 1 is not.
FWIW I change the EGT names to their actual locations. I like having a better description than the generic EGT.
EGT11 = Pre-Turbine
EGT12 = Pre-DOC
CATEMP11 = Pre-DPF
EGT13=Pre-SCR
Your PID 7A needs to be signed or it won't read right when it goes negative. I am not exactly sure how to do that but try something like "Equation: (signed((B*256)+C))/100"
For this truck Byte B of PID 8B is just a bitmap indicating the status/type of regen. The reason the Jeep Garage pid equaled three is because in active regen both bit 0 and bit 1 would be set which would make the whole byte = 3(assuming no other bits were set). It looks like the person who came up with the Jeep Garage equation was trying to do some fancy bit shifting but as far as I can tell "Equation: B" would do the same thing. The way you did it is fine but you need to change the equation for DPF Regen Type to {B:1}. I don't think having both is really necessary since I have never seen a case where bit 0 is set and bit 1 is not.
FWIW I change the EGT names to their actual locations. I like having a better description than the generic EGT.
EGT11 = Pre-Turbine
EGT12 = Pre-DOC
CATEMP11 = Pre-DPF
EGT13=Pre-SCR
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149 Posts
I guess in reality its just the 6FB, i just used the A1 to get a supported response.
I was curious what signed meant. I was getting mostly 0 ~1.5 max with the average around .5. I'll change it and try it out tomorrow.
Oops typo for the DPF Type, I'll change it. I was planning on eventually just keeping the DPF Mode one anyways and deleting the Type for that reason later on.
Thanks for those locations, I wasn't sure exactly where they were on the truck. I'll probably change them later as well.
I was curious what signed meant. I was getting mostly 0 ~1.5 max with the average around .5. I'll change it and try it out tomorrow.
Oops typo for the DPF Type, I'll change it. I was planning on eventually just keeping the DPF Mode one anyways and deleting the Type for that reason later on.
Thanks for those locations, I wasn't sure exactly where they were on the truck. I'll probably change them later as well.
Signing is just a way to indicate whether or not the result is negative. If a signal is signed and the first bit of the raw value is 1 then that indicates the value is negative. Without signing the result in your equation, you will see huge jumps(+327.67) in your transformed value when the actual result is less than zero.
You might have to try a few ways to get it to sign correctly. I've seen it done the way I showed as well as something like this:
Equation: ((signed(B)*256)+C))/100
I am not sure which way will get you to the right answer(maybe either one) but trial and error will get you there.
You might have to try a few ways to get it to sign correctly. I've seen it done the way I showed as well as something like this:
Equation: ((signed(B)*256)+C))/100
I am not sure which way will get you to the right answer(maybe either one) but trial and error will get you there.
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