50's rnt anywhere near being maxed, the spark tables r maxed though because im drawing in so much air.

 

add an average of 12% to a mustang number to get a round about number for a dynojet.

 

If you maxed out spark g/cyl tables u have basically just imploded your injectors. I have 60lbers ...and I JUST maxed them out with cams and 21psi on my turbo right before the motor popped. I also maxed out the maf chart. I just maxed out the g/cyl tables at 1.61 at 5200rpm tapering to 1.33 g/cyl at 7761 rpm. That tells me something is slightly wrong with my maf...Maf because of how my car is setup...I have weird **** going on at the 5000rpm range of my maf table.

What im seeing from what your telling me if your maf calibration is seriously fucked up. I have cams and a turbo that is VASTLY larger then yours and im just barely maxing the spark g/cyl out in the midrange and coming back onto them. Its your tuner...Hes probably trying to tune ur afr using the maf and not the pe table

 

I like you and all man, but that's just funny. Matt Hauffe (Tune Time Performance) owns his own shop and is a widely respected tuner within the GM Performance scene. The Cobalts that Matt tunes don't blow up. I'm sure we're all just working off of misinformation and miscommunication here. I'm sure Paul just doesn't know the extent of what Matt is doing and, therein, lays the truth behind the 50lbs/hr injectors being used. If you want, you can confirm w/ Area47 & 06blackg85ss that Matt knows what he is doing. I think it would be in everyone’s benefit if you got the whole story behind things before you go out and publicly proclaim that a highly respected supporting vendor doesn’t know how to tune…

All I’m saying is let’s get the full story before we go and jump to conclusions.

 

yeah man, Matt's good peoples. Haven't made it over to his shop yet (soon though soon cause I need some help) but I have spoken to him on the phone many times about some of the cobalt's "issues"

 

i need to call him sometime to see whats goin on. i don't have any questions anymore
lol

 

 

Too much fuel...Can not compensate for how much fuel is being dumped from those. The parameters in HPTuners does not reach what those injectors are commanding.

You tha poop. I would rep you for that if I could.

 

But that doesnt mean you cant control them.....I know of 20+ cars with 60s that idle better then stock.

Its not my job to find out all the details...Im working off of what is given. AFAIK TTP has made no significant headway in the lsj tuning world. Least nothing i've heard of. Didnt they have trouble getting the PE to work properly (above 9/10:1) on Edubs car?

To me there are about 5 people who I would even let touch my car for tuning...myself being 1, the guy that taught me how to tune and the basics of it (Rob Archer), and the 3 people I taught how to tune/worked extensively with on tuning issues/developments (06black, Witt, and NoRemorse). I left paul off the list cause I haven't seen his files to see how he tunes and what he does.

This mainly on the fact that these cars are just weird to tune...a lot of ppl with hpt experience will be scratching their heads when it comes to this pcm and its oddball limits and making them work for the best power.

 

parts for sale?,ill take the tag turbo kit..how much?

 

you did hit it right on the head there, these cars are very strange tuning wise. they never really do what you want them to do, only get close.
As for 60's my car idles better then it did stock witht he 60lb'ers. I don't have any issues with them except for when I was s/c'd still I get a real rich spike @5800 then all would be good about 100 rpm after. Never did get that one figured out, but now my car just randomly lean spikes under full boost above 6k rpm. Actually I wouldn't mind having someone check out my logs from the dyno to see what the hell is going on. But I was losing boost after the wastgate opened (didn't even hold 20, just dropped after that) or my clutch is slipping.... so if anyone wants a copy of the log's pm me your email and I'll shoot em to you when I get home from work. (didn't have the WB connected, but you can see where it goes lean)

 

Once again, you're working off of misinformation. My car's issues were due to intake and exhaust restrictions that Matt did not know of. I got a header/dp made and went back, when we kept having troubles, we started to look at the only other possible restriction, my intake. Once he saw how small the filter was on my car, he about kicked me in the crotch. We swapped out for a larger filter and the tuning was a breeze after that. You keep taking misinformation out of context and passing it off as incompetence on Matt's part. Get the facts straight or hold your tongue. If you want to talk about a situation, it is your job to find out all the details...

 

i can see him doing this actually.

regarding 60lbers and idling. mine idles at 750. i have dropped the rpms to 450 just for a test, and it held it just fine.

 

Can you give me tips on tuning the idle?? My car idles fine for a while, but after driving for like 45 minutes the idle gets lopey...the car even stalls out when I put the a/c on and come to a stop a certain way...and i'm idling at 880 rpm

 

it could be one of many things doing this really.


dan, archer. as in the archer racing people?

 

Could injector flow rate be apart of it? Because it used to be fine, and it just went all to hell after I started changing things drastically...hmm i'll look into it..but thanks anyway

 

I cant get anymore info then what missmatched gave. From what he gave I gave my conclusion. Also an air filter will not prevent you from obtaining a stable afr. Well unless was allowing less airflow then anything over idle...which is near impossible to do.... This is due to how a maf works and how the fueling calculations work. 60lbers are stable down to openings of around .6 ms. That is about the pulsewidth needed to hold a 600rpm idle with no load.

What will make unstable afrs is bad maf/pe tuning. Do it wrong and it all goes to ****...do it right it works great.

IMO its still the tuner on missmatches case and i showed evidence to support my claim from my own experience with the maf and g/cyl calculation.

No Rob Archer as in the 1st guy to go 12s with a cobalt

 

AHHHHHH cool cool

 

I don't have time to read the whole post but 2 things come to mind with what I was able to pick up from a quick scan of this thread .

1st Edubs car had a K&N on it suitable for a power washer Way to small [ 3inches round and 4 inches long , How could it not effect fueling ?

2nd NO ONE IN THE COBALT WORLD with stock or ported Blowers needs 60lb injectors. We have done 30-40 of them and they idle good but you must do to much to make them run good . Injector Duty Cycl is not the only way to determine if your out esp on hpt . Check the MS if it's over 20 you are close , Over 21.4 is static . Use 50's [ good for 400 crank ] or 42's [ Good for 336 crank ] 60's sound great [ good to 480 ] But completly unnessacary .

Back to Edubs the car was going very rich in the 9's way off what I was commanding I alway get with in 1% of commanded [ Restriction in air flow ] IE changed exhaust manifold and put header on then it was lean ? No change in tune at all . WTF pulled headlight off and saw the Lawn mower filter on there pulled it off and bang A/F was 11's accross the board

 

And he speaks!

 

Lawn Mower filter LAWLZ

 

I'm no rocket scientist when it comes to tuning, but I have learned a few tricks along the way. I took a tune that was made for a 2.8" pulley and 60lb injectors that someone gave me and used that as my base. The car idles great and gets 38-40mpg with my 60's at 80mph on the highway. I had my 2.6" pulley on then, and the only main thing I did was tune the PE table and the timing tables for my personal setup.

If I were to tune you car, I would start with the same 60lb tune I have first. Then I would tune the VE table, PE table, and finally the spark tables. I don't see why you wouldn't be able to get your setup running correctly within HPTuners parameters as long as your MAF readings are within spec, i.e. using 3" pipe for your charge pipe like Paul had to. That is exactly what Rebel Auto Works did to tune their turbo swapped car.

I'm in no way knocking your tuner or anything, I'm just trying to help save you some time, money, and get your car running tip-top for you.

 

Right if you have them Ofcorse I will tune it but if you don't nor are ever going to need them then why buy them ? The point of me responding is we are maxing out the VE table over 215KPA and relying on MAF and PE and this is ok for the most part but NOT that great IMO .

 

i went to 60's because i get a retarded discount on stuff, and my 42's were fried.

::shrugs:: plus they were sitting on my couch collecting dust

 

I'm not sure why you wouldn't need 60's though because my twinscrew at 24psi is at like high 80's to low 90's on IDC's. I'm sure your most likely flowing more CFM's so you will need the injectors to keep up on the fuel side of things. Are you sure the IDC calculation is setup correctly? I'm just curious here. I haven't looked at the VE tables in months now, so I'd have to refamiliarize myself with it before commenting.