detjoe

looking forward to seeing how those denso pumps work out.

Thanks Brad. I need to make a list of stuff I need to check, then make some tunes with each item changed and see if it goes inn the right direction.

went to the U.P. and put two tanks thru it, not logging but driving. it does the surging when I let off the throttle at low speeds and at no speed. I am frustrated as hell trying to think thru what is making it unhappy. so with that its not just the idle settings if its doing it when I let off the the gas so does that lead me at the ETC? If I get 1000 hits when I log the desired air, how could the base air flow be incorrect or need more? and I was looking at my timing tables and they are all basically the same at the areas I am having issues, but it does seem to pull 4-5 degrees of timing, in the log can see the surging as an oscillation in timing, dont remeber the exact but maybe 16 and surges back to 20 (give or take) My wife smiled when I told her " I almost have it fixed" I am guessing some the crusing surging might have been from DFCO being turned off for tuning??? I wanted to work on this last weekend but my interweb was down

its only at 0mph. so I am searching thru idle stuff. still doing it pretty bad, but I cant tie it to any condition but maybe temp, so @ 180ECT's its not happy but at 190 its cool?? With that Brad I am happy with the direction my idle logs went, just need more. Maybe follower? Idle timing?

selfedit can we have pics of the new truck?

I read that you cannot do idle tuning in SD? So if I used my SD tune to log those values, then they are not correct with tthe trims off??

turn the other one off and its not equiped. I hate when people get run threw the ringer to generate $$ under a weak pretense of safety (this is one and drivers repsonsibility fees are another I have a daytime running light out, need to fix it.

What about the rolling idle? my table is zero'd out, what if I while rolling the Idle should be what my target idle is maybe + a few RPM's? But there is 'rolling idle' settings too, enable/disable speed? I need to take a nap so I can stay up a bit later and call in tech support What about coping my high octane table to my base idle table? it looks the same at the low airmass/RPM's so I would guess it would not change anything. my overspeed is taking away between 3 and 5 (@ 50 and 100RPMS over) my underspeed is adding 7 and 5.5 (@ -100 and -50) So If I am stopped, no speed its all idle settings? and if the delta between the desired RPM and the actual RPM is between 50 and 100 RPM's off it will pull 5 degrees of timing. I like the timing/spark solutions as I can tell its adjusting(surging) so fast that it must be a spark correction. Now devloping a method to test each solution to find the best will take some time/logging...and I probably need to log some different parameters. cheers

I am still waking up but I feel like there is somethinng in one of the transition areas that is causing some trouble. like going from moving to stopped, I was getting more surging last night, AFTER I though I fixed the base air The Log did show a few degrees of knock and a spot with like 7 degrees of it, but that seemed like it was at the 4000K transitions area of my log. I have a stretch of highway that is between the major highways that I can get a pretty good WOT blast.

adding air has helped the surging at a stop. I bet it could use a little more, but will revisit it later. I looked thru my tune and I think PE is on, at 90%TPS and all the delays are zero'd, so I figured I would try to roll into that throttle position on some logging today...and man the truck seems alot faster was able to hit the floor for a brief second and the AFR did goto (what looked like) the PE value. I have it set flat across like you said Brad. I am going to look at the log some more, I thought I saw some knock, but the scanner did not show it, but the gauge screen changed color but not to red?? I am feeling real good about getting somewhere with this

so I ran a warm up idle config in gear last night and a P/N one this morning and according to HPT I needed more air So I did those two logs from cold and added the values to the table, and then just interpolated the very cold and very hot values. I have not driven it much, but it did seem better when at a stop sign, no bucking. Need to drive more and see, and do both Idle logs again. I took a drive after I changed them and my trims were not too bad, still diailing them in and trying to get some higher RPM's I think I am ready to reenable the PE and do some WOT logs, just need to read some more I think my VE was 20% off(-20 so lean?) when I first started SD tuning it, so I am very happy with what my data says is the truck running better, and with the RAF changed I know I will feel it better SOTP on my daily driving.

I am going to use an idle config I found that has a histogram for the desired airflow. I am going to start with in Gear, and let it come upto temp and then add those values into the tune. then do a batch of SD VE logging to see if any error comes up.

thanks guys. I did not make the TnT I have more work to do:)

I went to a very large Technical High school here in Detroit, Cass Technical. The graduating class at times has been close to 3000 kids! So the building is HUGE. 9 floors, a gym on the sixth...So I went with a classmate who was in town to find some momentos before the entire building is gone. The side story is that when they closed this building they left EVERY THING inside So I was in a room that had vintage electronics, four feet tall, more oscillicopes(sp) than I could count. And I have been looking for a nice vice for the garage...and I find a pile of these(three) and grab the best one...and haul it down from the 5th floor turn the corner and there is a classroom filled with them still mount to the benches:shakehead: Chas Parker Machinest Vise, pat 1910, model #203, 3.5" jaws Anyone else fancy old tools?

OK, fist I am at work, so I do not have any of my HPT files to load. But I will post them later if needed. I was hesitant to try to start tuning last summer when out temps shoot up and then the winter was no good...so this spring I have had the time and have started and for anyone who is thinking about tuning when you get to a point in the learning curve, stuff starts to make SO much more since...it is FUN So I begin by dialing in my main VE. I am using a wirite up from HPT. Basically turning off some of the fueling adders (PE) and forcing the timing table to be the same...and more stuff Now after 7 sessions of logging in SD mode, I have a VE table I am happy with, up to 4000RPMS Now here is where I get stuck. I want to dial in the MAF next, I want to have a MAF tune for driving and a SD tune for the track. I am using a wideband and histogram #7 VE AFR% Error Do I need to do more SD loggin to change the VE from 4000 RPM's and UP? Do I reenable my PE before I do this? Do I use the same histogram for MAF tuning as VE tunging? Do I diable the PE mode to tune the MAF? I know this post is scattered but Like I said some of this stuff is making alot of since and I find alot of my own awnsers just thinking about it for a while, but I need to keep moving forward and get a new time for this set-up (frinday TNT BABY!) I have a tune ready as Kevin's MAF posts says, but it is my orginal SD loggin tune (PE off, DFCO off, MAF Failed, ...) and I know looking thru a compare file I could figure out want should get changed back...just easier to ask dial VE Dial MAF Set PE Check PE with WB Add timing till knock Idle/fine tuning does the above seem like a good method? I have met my goal of beating a stock radix truck(13.6 was my bench mark) I have new number I would like to hit before I change anything else. TIA:peelout:

get the ZR1 calipers they are blue(?) power coat...or the Cts v ones are silver, IMO it would be a PITA to disassemble, remove paint, polish, reassemble... would be nice to find a core set and just rebuild them...

I ran that cam with (what we eventually found) the stock converter...above 3000 it would scream, and we could not figure out why it would still cut stock 60' times...I would wait and do them together. best I could muster was a 14.2 it will feel kind of laggy w/o the converter, then at 3k it feels like boost kicking in, which is a fine feeling but on the track the dead 60' times negated all the time I picked up on the other end of the track. do it right the first time or you will be doing it again. Zippy is running that cam in his Tahoe, but has some converter (I think)

glad to see you are still work'n that cam. and I have just about nailed donm my VE table (insert joke) I know I am a slacker.

Steve, it has three relays, one triggered by the PCM for low speed (6v) and the other is triggered by a 12v source, giving 12v to the fans running them at 'high.' I think both fans run all the time but would need to double check. So on the relay that triggers the high speed I would change it to trigger negative. I wonder if it would change any of the other wires, I'll print both diagrams and look at them next to each other. (when) I pull it off i'll change the wires and bench test it so I dont fry my PCM

he is not paying attention to his computer...a wideband would tell him its lean and the backfiring.

so a wiring question: can I use my nelson harness, and run my AC wire to pin 33 of the PCM?or do I need to change the harness? here guy is saying to remove it from the AC switch and connect it to the Pin and then thru your tuning software change the settings? http://www.performancetrucks.net/forums/showthread.php?t=432250&highlight=2+pin+fan+harness&page=4 I never hooked up that wire, I never liked the idea of it cycling with the compressor...just might have to connect the pin 33 if it is doable since I can change the fan settings. thanks

if you start going tit for tat its never going to end untill someone is hurt or a big $$ in property damage. I would get a block, wedge it unner truck, deflate tire, remove, put back at your house.

I dont think you would need some many ci for a 2300 to meet your goals, and I wonder if it would become innefficent pushing the amount of air required for that displacement I would look at Supersub's build, 427 and a 2300...

:withstupid:

that is the most diplomatic way of asking how he hurt the motor for sure