Krambo

Still on the 65E. FLT built it for me. Back when this one was built / refreshed, the "level 7" didn't exist (level V was it) however the parts used in this build represent today's FLT Level 7 Extreem Duty. Guess you can say I tested out the parts and they passed As for HP, I am guessing I was putting down 700+ at the wheels for this pass. The nitrous 200 shot is RWHP not crank. 500 under N/A conditions + the 200 is 700 at the wheels. Crank was somewhere in the 900 range. Plugging in the HP figures plus weight, DA and such into some of the E.T. calculators shows an 11.00 ET

Nelson locks their tunes.

I powder coated my stockers in 04. I liked the look and the durability was fantastic.

Face it, your a stalker. Yea, I read alot of Marcin Pohl's work ( I particularly like his write-up on "How Speed Density Works"). Alot of great physicis discussions over the years. I am not critical of any of his work by any means however he dives into the physics and how the tables interact more so than "tuning" I feel. Alot of great tuners will discuss things like what fuel ratios give the best power at x RPM whereas Marcin can tell you how to ensure your tune will deliver those ratios correctly, on demand. Good to put a well known tuner to the name!

redheadsupra or redhardsupra?

Food for thought...with all the modifications you are talking about N/A, the cost of picking up a used Radix for the same goals may make financial sense. I have seen them go for 2k, less the fuel pump and tuning. A radix with "stock pulley" on a stock SS with tuning could put down 400 RWHP. Regardless of what route you take, you gotta pay to play unfortunately.

Yep, that is correct! I had LS3 on the brain from another post. Thank you for the correction.

Doubling your boost from your 5 to10psi will give you about the same RWHP and kick in the pants as a 100 shot. Your engine will be totally fine at 10psi and your 2.3 whipple can surely pump out 10psi on a 408. Are your running the W140R or the W140AX? EDIT: What injectors are you running? That may be a limiting factor here as your sig states "43#"

The first generation CTSV's are surely a performance sedan however if you can swing it, the 2nd gen are animals! The 07's got the better rear which were horrible in the earlier models. The 07 also has the LS3 vs the earlier 5.7L LS6. Either one respond to modifications well if that is your poison. ...I have been considering a new CTS V myself

Registered! Luke, throw me on the list!

Big congrats Brad! That is quite an accomplishment. I would love to chat with you off line about some of your thoughts on possible improvements to get that 11 sec pass. I have a couple of ideas you may or may not want to try...

What times was he running? Niko goes there often, could have been him???

Awesome. Me too Niko.

Brad, your pulse width may vary slightly (depending on AFR and airmass tables) however the available time to spray is going to be constant. I got those numbers from somewhere I cannot recall (most likely HPT forum or EFI live forum). When I surf around and find something I feel will be useful down the road, I cut and paste the info into a big spreadsheet I have with multiple tabs. When the time comes, I reference my spreadsheet to see if I have any info on the issue. I am not sure if you can find the Injector drivers minimum pulse width in any software. I am attaching a pretty cool histogram you can use to see what your IDC's are based on TPS and RPM. IDC TPS vs. Engine Speed.hst

Great pictures Brad! Thanks for posting them. Your track is very forgiving for the photographer, my tracks they need to be burried behind the guardrail! BTW, you missed your 12.5's because you didn't fold in your mirrors...a rookie mistake!

Very good questions and I feel I am not qualified to answer however I can run with the best of them when regurgitating info I collected ... This injector "float" is referred to as the point where the injector goes "static". This is the point where injector pulse width and injector flow no longer follow a linear relationship. See the below graph: The white line is a linear interpolation representation of "ideal circumstances" for this particular injector. For this graph, the injector has a 100% IDC at 10msec, 90% at 9msec, 80% at 8msec and so on. If you look at 9msec and the actual flow of this injector, you can see the flow start to deviate from the "ideal linear path" and deliver MORE FUEL than is defined by our IFR and offset values in our tune. There are two reasons for this increase in fuel flow: 1. The magnetic field of the coil has not fully collapsed, leaving it precharged for the next cycle, resulting in faster valve opening. 2. The valve has not closed fully before being hit with the next pulse. So looking at the graph, what happened at 9.5msec??? The flow reached a plateau however the pulsewidth kept increasing! Your PCM has injector drivers built into it and are preprogrammed to give the injectors a MINIMUM "rest" or recovery period, measured in msec, to prevent being open the entire time. In this particular case (graph) the injector drivers prevented the injector from going "static" at 9.5msec. If this was happening in your truck, you will go LEAN because your RPM's will continue to increase however the injector pulsewidth is capped. Now this beggs the question: Why do some people have IDC's that go beyond 100%? Easy to explain by looking at the IDC calculation posted above: If you cap the Msec opening time in the formula however continue to shorten the available time to spray (increase RPMs) your IDC's will continue to climb even though your injector isn't really spraying more than 100% (which is impossible anyway). It is all in the way IDC is calculated. So to directly answer your question regarding selecting injectors based on "float" or going STATIC....yes there are specs out there for this however are usually not advertised because your injector drivers in your PCM have stops built in to allow for the necessary recovery time. These preprogrammed stops are well within the needed minimum recovery time for injectors currently on the market. Good enough regurgitation???

Yea, the EFI Live software has a one-up on HPT for this. Pretty cool feature.

Don't get me wrong, My "42 #rs" are spent (90+ IDC) on my set-up and I should be using the SVO's for the headroom. General rule is to go no higher than 80ish IDC. I am sure many have heard that figure but why is that??? 1) Safety margin for additional air mass. Car manufacturers sell to customers that experience all weather conditions and altitudes. There's always the potential that the customer will later drive the car in denser air which will require more fuel mass to maintain the same AFR under load. 2) Injector driver protection on the PCM. The injectors are driven by transistors similar to a car stereo amplifier. Just like a stereo amplifier, the PCM has cooling fins to help shed the heat. If they're run full tilt for an extended period of time, they can overheat. You won't overheat the injector itself since that's liquid cooled by the fuel going through them. 3) Recovery time for the injector coil. This varies with injector design however it is kind of like valve float (the point where the springs cannot recover before the next squeeze. The nice thing is that if you've left enough safety margin in #1 above, you should have this covered by default. IDC is purely MilliSecond opening time vs avail time to spray for that rpm. At 7000 rpm on a LQ9, there is approx 17.1ms of avail time to spray, 24ms at 5000, etc.. So if at 7000 rpm you log the commanded open time of 13.4 ms, then the math (13.4/17.1 = 78%) tells us what the IDC is. If you tuned your airmass tables correctly, have the correct injector offsets in your tune, have zero AFR adders and are commanding the same AFR throughout the RPM band in WOT, the only variable on IDC is the RPMs (the time available to spray) This is why it is SO CRITICAL to enter the correct injector values in the tune. If the PCM has the incorrect injector data, the AFR will be off and you will rely on the trims to properly fuel the truck.

Amen Brad! Good call on the injectors as well. I run FAST 36#'rs at 60psi (roughly 42#rs at that level) and they feed my heavy breathing 408 to the tune of 90ish on the IDC's at 12.9AFR and 6500 shift points. I have a set of the SVO's on the bench that I intend to install so I can spray a large dry shot. Keep in mind the SVO's will require splicing the injector harness whereas the 8.1 marines are a plug and play.

Both parties have stated their case. There is very little value in keeping this thread open beyond what is already captured. This thread is closed and moved to the appropriate forum section. Thank you!

I am still not out of the question! Although it is a slim chance I can make it. Mark, I will text ya...

Yep! got ya. Steve, sounds good. As for the tune... Tuning is done very differently from one tuner to another which doesn't make one way right or wrong however there is a general "best practice" to follow. From a quick glance, your tune needs refinement IMHO, especially if you are going to be running E-85 and maxing out your MAF table. I am at work and really cannot comment too deeply however first thing to do is get the correct fueling as I would not approach dialing in the fuel as your tune shows. 1. Your Ve table is STOCK 2. Your MAF table is choppy, after you recalibrate, you should smooth once IMO. The general curve doesn't seem accurate. 2. Your STOICH value is set for E-10 fuel 3. Seems like alot of base running airflow for a mild cam (have any surging)? 4. LTFT's are disabled, any reason for this? It isn't a bad thing just seems overkill for your set-up. 5. Curious to where the injector values came from... 6. Your O2 switch points are modified lean in the cruising areas (most likely to improve MPG), I would set them back to 450 and redo your MAF and Ve. 7. I generally do not agree with your EQ ratios for Pe (WOT) fueling. 8. You are still running a amall % of Torque Management, at this % level...just get rid of it all. 9. Timing tables look good for your set-up. Bottom line, your fueling is the most critical aspect to correct.

Tune in LAMBDA (which is really the inverse of EQ) ...stoich E85 will produce the same millivolt reading on the 02's as stoich gasoline. When the wideband and your trucks narrow bands calculate afr it is based off of lambda. It then multiplies the lambda readings by the stoich fuel setting in the tune. Most widebands read as low as .684 Lambda which is 10:1 for Gas but is 6.630 for E85. If you want to scan AFR (which is just a calculation from LAMBDA), a simple adjustment to the transfer function in the scanner will easily allow for this. Simple as taking your wideband input divided by 14.7 (which is your LAMBDA value) and multiplying it by E85 STOICH (9.75977). Your logged readings are now E85 AFR. Confusing???? here is a spreadsheet that can help: E85 WB AFR spreadsheet Tuning E85 is really simple IMHO if you tuned the truck properly on normal gasoline (correct airmass tables, MAF and Ve etc.). A simple change in the STOICH value is about it. I would add some fuel to the cranking tables to prevent hard starting in the cool weather. Timing will change a little, and you'll want to change the PE multiplier slightly (for NA engines, gasoline prefers about 0.85 lambda for peak power during WOT, whereas E85 is better off slightly richer, maybe 0.8 or 0.75). I know you stated EQ ratios above however please let me show you the relationship between LAMBDA and EQ ratios and AFR: ...if you were running on gasoline at 12 AFR the lambda would be λ=12/14.7(the stoichiometric ratio for gasoline)=.816 running ethanol at 7.968 the lambda would be λ=7.968/9.765 (the stoichiometric ratio for e85)=.816 (SAME values...pretty cool!) OP - please post your tune file....

Not true. If you are tuned for Gasoline (E-10) and just fill up with E-85, you will run lean at WOT. Are you able to post your tune file? You have alot going on to discuss which will require a deep dive into your tune file. ALSO, post a COMPLETE list of modifications.