Jump to content

ADC Mobile


Tony1970

Recommended Posts

Posted

Walt..........thanks a bunch

 

did my hook up today.....used RG5 stranded video cable

 

terminated the feed to the mirror....so the cam is only visable on the nav unit

 

although you were right ( as usual ) the video quality is not as good as it could be

 

im pretty happy with it,, as opposed to seeing the small screen in the mirror

 

the dealers you service are pretty lucky to have you...hope they realize it

 

Tony

Posted

I'll second the recommendation on Walt. There for his customers hands down.

 

One thing Walt, you should send a stack of business cards with each unit you send out. The OGM-1 sells itself. Have had it in for two days and gave your name to three people already.

Posted

I joined the forum and bought an OGM just recently all because of what I read about Walt. I have to say it is all true. My experience with Walt has been exactly as described in this forum, excellent. His knowledge and advice saved me many hours during my install. I installed an OGM1, DVD headrests, and a rear camera in my 2011 Tahoe. I'll post pics and details in a couple days.

 

Oh and I think it's fitting that my first post here is in praise of Walt!

Posted

Walt, I'm not sure if this has been recommended to advent but it would be awesome if there was a way to view categories such as artists or songs by letter since it can be rather difficult to try and search for that one song in an iPod that has 10k songs. Just thought I'd suggest it since the devs listen to our input.

Posted

Walt, I'm not sure if this has been recommended to advent but it would be awesome if there was a way to view categories such as artists or songs by letter since it can be rather difficult to try and search for that one song in an iPod that has 10k songs. Just thought I'd suggest it since the devs listen to our input.

 

 

I touched on this briefly in another thread, but the short story is that Apple doesn't require the iPod interface on the deck to function like it does on the iPod to be able to pass Apple certification.

 

Kinda weird, because I thought it would be in their best interest to keep the "user experience" relatively the same no matter what device you used to operate your iPod.

 

So, if Apple doesn't require it, there's nothing to be gained for a manufacturer to spend the time/effort to do it. Would they be nice guys to do it? Of course. Would they sell more units and gain a big return on the additional investment in programming for doing it? Probably not. Have I argued for that functionality? You bet. Will they do it? No.

Posted

Thanks Walt for the info. I completely understand how that goes since you can't pay an engineer to implement something that won't make a return on investment. Happens all the time in my line of work.

Posted

I know that all too well also........but Its a sad excuse.......

 

Look at the sales of Garmin units.....although they look ugly on the dash

 

Their software is head ,,shoulders ,,,arms ,, feet and legs above even their closest compeditor

 

I know its a strech....but imagine the OGM 1 with the best garmin software...including free updates

 

My wife has a 1490 lmt in her torrent...and I update it 4 times a year absolutely FREE,,,,

 

iPods that run perfectly...without lags...even when everything else is running...like the nav

 

Yes,,,all this would drive their initial costs up......but then wouldnt everyone and their dog want a unit?

 

Iv always been one to do my best and expect the best

 

Dont get me wrong ,,,I still think the OGM 1 is a great unit....

 

Just sharing some thoughts because.....mabe its just me....but should these units really

 

require us to make all these changes...to programming just to get it to start properly.....and the need to be constantly firmware updated

 

T

Posted

What are these OGM1 units running price wise? They look like a nice upgrade to the factory LT non-nav units.

Posted

PM or email Walt for pricing. There are some minor bugs with them (personally mine announces road names already and I never had the map night/day issue and the nav seems to start within a few moments of the deck arriving on the home screen already) but I've been thrilled with mine. Works very well, though it's first real test will be next week on the drive to Michigan.

Archived

This topic is now archived and is closed to further replies.

  • Latest Articles

  • Posts

    • I thought I would use your thread and add to it as I just did my first longer drive with my truck in the last couple of days. I drove from the Grande Prairie area of Alberta down to Edmonton and most of where I drove in the city was the ring road so fairly free flowing but a bit of stop and go as well in the city. Stayed the night and returned home and not too many stops along the way each way but every restart and certainly every cold start sets it back for fuel mileage. Why I say that is I see some people will cherry pick a fuel mileage leg after the vehicle had been warmed up driveline wise before hand and its a forgiving ( easy rolling drive leg for example ) and call that their fuel mileage which can give a false perception of reality. I was not heavily loaded at all but never the less the flip bak cover, rubber bed mat, various tools etc and extra jerry cans of fuel all way up to a few hundred pounds of dead weight so its not an empty truck. The cold inflation tire pressures are set more near the freezing point so once they are warmed up driving I was showing 45 front and over 40 rear and realize high inflation pressures would help a little in fuel mileage but certainly not the ride on our crap sections of highway. The weather was good so was not raining as that can really drag mileage down, in fact I had a bit of a tail wind on average driving home. Most people on here would never have driven on that freeway to visualize it but its got a fair bit of rolling type of landscape with numerous river valleys. For the most part I had it on cruise set to 62 although kicking it off if I caught it in time before it started down shifting and self braking going down the grades. Most of the more substantial grades its shifting into 7th I believe as 8th just doesn't have it. Total distance round trip was 643 miles and my overall average and I did refuel three times in all, figured out to 17.65 miles per US gallon. My best fuel mileage section refuel within all of this figured out to 18.46 and these are all hand calculated figures. I find if anything that the trucks computer can be over optimistic, sometimes its pretty close but other times its stretching it. On paper persay in theory the truck would have just about made it on fumes for that whole drive without refueling once.    Which made me think of the topic thread of the wonder if these trucks could do 20 mpg and that is a good question, certainly would have to be on an easy going flat highway, no head wind, the right temperature, not packing around a bunch of dead weight and puttering along even slower than I was I would suspect and going steady and not stopping to smell the flowers or take a piss !. It probably is possible but not without effort to attain that with the wind resistance and weight of these trucks. Of course on my drive most people are passing me if they have the power as per loaded highway tractors, never mind a lot of speedy vehicles but the speed limit is 68 and most are at or well over that. 
    • Monday looks like a good day for the dealer to test an ac issue. Hopefully it all turns out good.
    • Paid $2.72 for E85 today.
    • Welcome back! No, it definitely doesn't pass the sniff test. Even "ceasefire" needs an alternative definition these days.    $5.29 at Kroger today
    • That makes sense, and I think you are describing the real product problem. Capturing data is the easy part. If the owner or technician has to manually dig through five minutes of millisecond-level logs, the product has already failed. The device would be at the ECM harness, not at the OBD port, so I agree that data retrieval and event marking need to be thought through carefully. The way I am thinking about the architecture is: The recorder itself should not depend on a phone, app, Bluetooth, Wi-Fi, or cloud connection to capture the event. It should always keep a local rolling buffer and lock the event locally. A button, phone app, or small cabin device would only act as an event marker. If the driver feels a stumble and presses the button 10–30 seconds later, the pre-buffer has to already contain the useful data. For data retrieval, the practical options would be a sealed service USB lead, Wi-Fi download, or a phone/cabin companion device. I would not expect the owner to remove the ECM-side module or work with raw files directly. The cloud or AI side would be for interpretation, not for capturing the event. The truck may have no connection when the issue happens, so the evidence has to be saved locally first. After that, cloud processing could help decode the data, compare it against baselines, and generate a readable report. For the first version, I would keep the automatic triggers conservative and objective: driver event marker bus-off error passive voltage drop / brownout device reset FIFO or queue overflow a normally periodic message disappearing side-to-side communication mismatch, if the topology supports that For “learning normal,” I agree with your point, but I would not want to overclaim it as automatic root-cause diagnosis at first. A realistic first step would be learned baseline comparison for that specific vehicle and operating condition. For example, a value would only be compared against similar conditions: RPM range load / MAP throttle position gear / vehicle speed coolant and oil temperature battery voltage AFM/DFM state, if decoded and validated Then the report could flag things like: this periodic message disappeared compared with its normal timing this value deviated from this vehicle’s normal range under similar conditions the same abnormal pattern repeated after the same type of event the anomaly occurred together with voltage, oil-pressure, misfire, or communication changes But I would still call that “abnormal pattern detected,” not “replace this part,” unless there is enough validated repair data behind it. So the intended product would not be “here is a huge log.” It would need to be an event package: what triggered the capture how much pre/post data was preserved what changed before and after the event whether the device itself reset, overflowed, or saw a bus error selected graphs around the event raw data only as supporting evidence From your perspective, what would make this kind of report useful instead of just another datalog? For example: What are the top 5 parameters or events you would want highlighted first? Would you trust a learned baseline for that specific vehicle, or would you prefer fixed thresholds? How much false-positive flagging would be acceptable before you stopped looking at the reports? What would a one-page report need to show for an independent shop to take it seriously? For misfire, AFM/DFM, oil pressure, or U-code complaints, what would you want the tool to flag automatically?
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...