deezel Posted September 1, 2004 Author Report Share Posted September 1, 2004 How much timing are you running? Have you hooked up the wideband yet? Its really easy. Just delete the rear O2 sensors in the tune and take one out - replace it with the WB and start logging. I found it pretty easy to match up the LM-1 log to an EFI log - the abrupt AFR change when entering PE mode is a good marker. I still haven't tried plumbing the signal into EFI yet. Link to comment Share on other sites More sharing options...
m396 #00-011 Posted September 1, 2004 Report Share Posted September 1, 2004 How much timing are you running?Have you hooked up the wideband yet? Its really easy. Just delete the rear O2 sensors in the tune and take one out - replace it with the WB and start logging. I found it pretty easy to match up the LM-1 log to an EFI log - the abrupt AFR change when entering PE mode is a good marker. I still haven't tried plumbing the signal into EFI yet. Nope, it's still in the car. I've been getting Timing Error #8 lately, so I need to call Innovate. The timing table in the truck now, is a modified table out of the Mallett. It has 26* up top, but I will have to check for sure. I tied the Wideband in through the A/C pressure sensor in the car, and I will probably do the same in the truck. The problem I ran into trying to match the data up, was different sampling rates. Runing the signal through the PCM, creates a perfect match up of the data. Link to comment Share on other sites More sharing options...
zippy Posted September 1, 2004 Report Share Posted September 1, 2004 when you had the stalll put in, did you increase your low rpm timing much? Link to comment Share on other sites More sharing options...
m396 #00-011 Posted September 1, 2004 Report Share Posted September 1, 2004 when you had the stalll put in, did you increase your low rpm timing much? I had already modified the low RPM tuning some. I used some files from my car, and other vettes to create it, I through the trucks timing away. ;) Link to comment Share on other sites More sharing options...
TurbochargedBerserker Posted September 2, 2004 Report Share Posted September 2, 2004 Nobody else wants to share any tuning info... ? Sorry guys, I've been slammed at work (which is when I ussually post ). My tune is: UPDATED 10/29 Engine stuff: Timing (high octane == low octane) -- still 17* but had to pull some at the top end to accomodate more boost IAT Add = moved the pull timing section up to 140* (and will be pushing it higher if I don't move the IAT sensor to downstream of the meth injector) AFR add = 0 IFR = 5.52 (44lb injectors) MAF = eliminated VE = Speed density tuned Calc Airflow = stock * 1.7 delta airflow = stock * 3 PE = a little rich across the boards -- needs more tuning PE Map enable = 58 KPA PE Delay RPM = 2800 PE TPS enable = 50% Boost KR Delta air enable = stock * 3 KR decay = stock * 8 Closed loop proportional airflow mode (moving) = stock until tune is final Closed loop prop 02 error (moving) = stock until tune is final CLP airflow mode (idle) = stock until tune is final CLP 02 error (idle) = stock until tune is final TM = 0 Shift rpms = 6000 tweaked TCC apply/release and in tow mode apply = shift mph+ 1 shift times all 0.00 Tranny stuff: line pressure = stock shift timings = 0 TM = 0 Link to comment Share on other sites More sharing options...
deezel Posted September 2, 2004 Author Report Share Posted September 2, 2004 Nice list, Erik. I think I need to go do some reading on the HPT forum to figure out one or two of those tables... Link to comment Share on other sites More sharing options...
marc_w Posted September 20, 2004 Report Share Posted September 20, 2004 EDITED to reflect current tuning... Timing: 27-28* at WOT, in the 72-80 g/cyl range. Lower rpm / g/cyl hole filled in. Tweaks throughout. 1-2* more under 3K. 3K and above extensively modded. TM: "Plateaued" to limit torque on the shifts at 300ft/lbs for the 1-2 shift, and 350ft/lbs for the 2-3 shift. Everything else removed. Shifting: Modded to keep the tach hovering around 2,000rpm with anything more than very light throttle. TCC llocks/unlocks bumped up about 5-7mph. Changed downshift responsiveness - less throttle needed for a kickdown. Shifting is VERY responsive. VE: I've been working on tuning via the LTFT histogram data. SOTP it feels better, but I'm still up in the air. IFR and VE: Non linear IFR. Both tables scaled down 94.5%... 890-920 for 02 voltages at WOT. Link to comment Share on other sites More sharing options...
SSminneapolis Posted September 20, 2004 Report Share Posted September 20, 2004 here are a few changes that i have made to my program... IFR: 2.93 PE: 1.31 @ WOT MAF: Stock VE: 1600-6400rpm [70 kPa and above, changes were roughly +3% to 4%) High Octane Timing: 25-28 at WOT [still working on this one] Transmission: just about the same as everyone else with shift kit and such. shifts into 4th real nice somewhere near 120mph... Link to comment Share on other sites More sharing options...
rdss Posted September 21, 2004 Report Share Posted September 21, 2004 I have a PCMforless tune and it runs nice. I havent gotten a shift into 4th gear like Ryan, maybe someday on an open road! Link to comment Share on other sites More sharing options...
zippy Posted September 21, 2004 Report Share Posted September 21, 2004 I have a PCMforless tune and it runs nice. I havent gotten a shift into 4th gear like Ryan, maybe someday on an open road! bryan may not have programmed it to make the 3-4 wot shift. Link to comment Share on other sites More sharing options...
rdss Posted September 21, 2004 Report Share Posted September 21, 2004 Im not sure, I havent gone over 120 yet and I think it still had a little more rev before shifting. Maybe one of these days I can check it out. Link to comment Share on other sites More sharing options...
marc_w Posted September 21, 2004 Report Share Posted September 21, 2004 Does anyone know why some of us with the SAME TRUCKS, have two different IFR tables?? Some are linear (SSminneapolis)... others are non-linear. (mine) What's different between the two trucks to allow the two different IFR tables to work correctly? Link to comment Share on other sites More sharing options...
TurbochargedBerserker Posted September 21, 2004 Report Share Posted September 21, 2004 Does anyone know why some of us with the SAME TRUCKS, have two different IFR tables?? Some are linear (SSminneapolis)... others are non-linear. (mine) What's different between the two trucks to allow the two different IFR tables to work correctly? <{POST_SNAPBACK}> I've been told this has something to do with a fuel regulator?? Link to comment Share on other sites More sharing options...
deezel Posted September 21, 2004 Author Report Share Posted September 21, 2004 here are a few changes that i have made to my program... IFR: 2.93 PE: 1.31 @ WOT MAF: Stock VE: 1600-6400rpm [70 kPa and above, changes were roughly +3% to 4%) High Octane Timing: 25-28 at WOT [still working on this one] Transmission: just about the same as everyone else with shift kit and such. shifts into 4th real nice somewhere near 120mph... <{POST_SNAPBACK}> Whoa! That sounds very rich. My IFR is currently 3.08 with PE around 1.15 up top. But, this is with an '02 MAF table, which is slightly richer by about 3-5%. I'm using that MAF table b/c I descreened the sensor. Timing 26-28* with no KR. I need to test that WOT 4th shift some time, too. Does anyone know why some of us with the SAME TRUCKS, have two different IFR tables?? Some are linear (SSminneapolis)... others are non-linear. (mine) What's different between the two trucks to allow the two different IFR tables to work correctly? <{POST_SNAPBACK}> I think its because they changed to returnless fuel system for '04 with no regulator on the fuel rail. The in-tank design is a fixed-pressure setup, so the injectors are scaled for less flow at low loads. With a vacuum-referenced regulator on the rail like the '03's, the fuel pressure changes with load. Link to comment Share on other sites More sharing options...
SSAlaska Posted September 21, 2004 Report Share Posted September 21, 2004 Let's see if we can get some feedback on good tuning improvements for stock and mildly modded SSS's. I'll start... MODS: CAI, descreened MAF, e-fans, gutless cats, holey muffler, shift kit/servo, and tuning TUNE: (currently using LS1Edit) Timing: 25-27* at WOT, no KR Fuel: adjusted IFR for negative fuel trims, leaned out PE by same amount then added 1% back, wideband shows AFR12.3-12.6 at WOT Torque Management: all gone Transmission: increased WOT shift points to 5800, increased part throttle line pressure, reduced shift times <{POST_SNAPBACK}> What benefits is any have you seen from descreening you MAF? What are the downsides if any to descreening? Link to comment Share on other sites More sharing options...
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