blueLNFftw

iTrader: (16)

Let me start of by saying thank you to all here that have provided SO much free information about tuning these cars, I have learned so much from you all and would not have tackled learning to self tune without your help. That being said, I am creating this thread to clarify questions I develop as I go through the process of tuning my 06 SS/SC.

Anyways, the car's mods (that matter) are as follows:
GM Stage 2 pulley (3.06")
42 lbs injectors
3" RD Fab Intake
Long tube header (1.75" Primary, 3" collector, 2.75" DP)
2.5" Magnaflow Race Exhaust

==================
I have started by using this guide:
http://www.******************/forums...ve-tuning.html
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So far i have dialed in the MAF calibration (airflow vs frequency) and have all of the values pretty consistent between -1 and -.3. The curve is very smooth as well.

I have since moved on to tuning the VE table and have some questions on it. They are as follows:

When it comes to smoothing it by hand, I cannot drag values on the table like I could with the calibration table; is that normal?
Should I be using the "smooth between" options instead?
Some of my values are off over 20%, is this normal?

Furthermore, I have been having an issue from the beginning that really pushed me to tune my car. I am on the GM stage 2 OEM package and originally have the GM Stage 2 tune. Well some funky things happened with my buddy and I so I ended up giving him my PCM and putting his Trifecta tuned PCM in my car. (He went turbo LSJ and HPT could not write over his Trifecta tune). The tune was shitty. Super rich. Had a bunch of parameters turned off so not even my aeroforce could read them. It took me a while, but I finally got it off and put a HP version of stage 2 on. Now the problem:
My duty cycle is crazy high, has been since I had the ability to see it. I was seeing 117% on the 3.0 pulley with 42's at a 10.4 AFR. Figured tuning out some fuel would help that. Wrong. After tuning in a 11.5 AFR my duty cycle is now 137%!
How can less fuel be causing more work on the injectors?

I have a good fuel pump and constant fuel pressure. I tested everything fuel related. My solution is going to be putting in my 80's, but I am now worried that if I do that and it commands that high of a duty cycle I will flood my motor.
Ideas?
Suggestions?
Help?


Screenshots:
Log

AFR Table for that log

VE Table for that log


==================
Changes made to date of this post (1/24/14)
PE Table scaled to 11.5 AFR Command flat accross
PE Ramp in set to 1.0000
PE Delay at 3,000rpm
PE Throttle 88% across the board (because back to the future yo)
Piston Protection disabled

COT Disabled

Idle commeand changed to 800rpm above 176 degrees

Speed limiter removed

Tire circumference reset for 235/40/18's


Currently working on:
MAF Calibratation corrected via AFR Error
VE Table being tuned via AFR Error

jrmotosports 88

click in for info

blueLNFftw

iTrader: (16)

Huh?
You mean "in for info"?

jrmotosports 88

yes sir. forgot the comma.

i am trying to learn as much as i can about tuning. that way i can understand what my tuner is telling me when i decide to push forward in my numbers this spring. in other words i am going to hpt instead of trifecta.

blueLNFftw

iTrader: (16)

Ah, okay.
I am building a "guide" based upon my n00b experiences.
I plan to post it up on HPT for future reference.

yellowsupercharged06

iTrader: (3)

holy knock Batman !

In for some results, lets go guys help him out.


1.) why is your AFR Commanding 10.1 ?

2.) Is your AFR loging setup correctly ?

do you have a clogged injector ?

blueLNFftw

iTrader: (16)

1.) that is a good question seeing as my command AFR is set to 11.5 in the PE table

2.) Yes. I originally had an issue getting the autometer wideband to read correctly, did some research and realized I had to set the gauge itself to the same settings as HPT. Works just like it should (possibly behind .1 though, moves to fast to be sure).

I have no idea how to tell on that one. Pump is good. Rail pressure is a constant 58-60 psi. Tested that.

Also, I believe that knock is false. I checked the spark and retard tables and they were fine. It is really cold and the car is set to run on the VE only. Sometimes it bucks a little hard from throttle input. When I was doing MAF calibration the knock was <1 degree and rare. Usually at the bottom of the next gear after a change.

southal cobalt

iTrader: (3)

dont set your pe throttle % to 88. you wont hit pe soon enough. pe is a safety measure to ensure that the afr goes richer than stoich at a certain map and throttle %. ideally, you want to hit pe at 8 psi of boost or greater when under load.

you will see lots of kr when running ve as you said. id worry about maf first and foremost as it is most important

if your tuning in closed loop, tune with fuel trims. if youre tuning with afr error, force open loop

blueLNFftw

iTrader: (16)

Okay, so I need to bring the PE TPS down a lot then; like to about 65% I would guess. I will have to watch my RPM and TPS on my aeroforce and see for those values.

How so? I have the MAF shut off to tune VE. VE is the default fuel table so shouldn't I tune the default table over everything?

I am tuning via AFR error. This is my process:

1. Disable dfco
2. Disable LTFT
3. Disable STFT
4. Address the open loop table
5. Disable COT & Disable piston protection
6. Dialing in your power enrich table (11.5 AFR, 3000rpm, 1.0000 ramp, 88% TPS)
7. Disable PE table
8. Disable MAF
9. Tune the VE table

After VE is tuned

1. Turn off VE table
2. Turn on MAF
3. Calibrate MAF

After MAF tune

1. MAF on
2. VE on
3. PE on
4. Reenable dfco
5. Reenable LTFT
6. Reenable STFT

southal cobalt

iTrader: (3)

you dont have to shut off pe when tuning ve via afr error

ve is a "default" airflow table, but the ecu will try running maf over anything. many dont even touch ve. i wouldnt reccomend that, but i also wouldnt spend too much time worrying about it. just get it close or safe. you noticed the terrible throttle changes under ve. if your maf really failed, youd replace it, because driving under ve is a pain. if you smooth out the table though, itll fix some of that.

this may not be the entirely correct way to tune, but when i tune maf or ve, i set up a histo for pe maf with afr error and a histo for closed loop maf using fuel trims. i filter between the 2 with commanded afr. if it goes below 14.68, the histo for pe collects the afr error. if the commanded afr stays greater than 14.68, the closed loop maf histo collects the fuel trim data. That way you can tune pe and closed loop at the same time.

That makes it easier for me. But making ve smooth, you may need to tune in open loop only, but you want to tune pe as well. If youre worried about the maf failing and popping the motor due to low ve values at the top end, the only thing that will protect against that is tuning ve at the top end.

Hopefully all that makes sense

jp1600

iTrader: (2)

Are you using the correct injector settings?

jp1600

iTrader: (2)

Pm me for an email, and send me your tune, i need to fix things

blueLNFftw

iTrader: (16)

I have tuned my VE pretty smooth all things considered. I will post a snapshot of it here. The car will drive smoothly based on the VE table.

I disabled it now and am going to tune the MAF in. I am using AFR error to do so and I shut of the PE table.

My PE table is changed to 11.6, 2500rpm enable, 1.0000 ramp in, 75% engage at 2000rpm and down 5% each cell to 60% TPS.

MAF should be nice and smooth for normal driving and PE should take over when I mash it. At least that's what it seems in my head.

I reset my fuel trims each flash so I will see how they look. Also, I will turn on all modifiers except COT and Piston Protection when I am done.

blueLNFftw

iTrader: (16)

I have received so much help and my car is running a lot smoother. I am still having, what I feel, are injector duty cycle issues. I changed my fuel filter and the cycle dropped from 143% to 118% at the same conditions. While the drop is great, I still cannot figure out why it is so far over 100%. Is this normal? Could the 3" intake be skewing fueling (a suggestion made to me)?

I really thought this would be a common question if it was normal, but I cannot seem to find anything.

southal cobalt

iTrader: (3)

my idc's with gms2, and a full exhaust were 114% top end with an 11.6 afr

jp1600

iTrader: (2)

3in intake will not skew fueling to that extent

blueLNFftw

iTrader: (16)

I am checking today to see if there is a stuck injector, but I am pretty sure that the 42's just can't keep up. If this is the case, I will swap in my 80's.

It is as simple as putting the injector data from the spread sheet into the HPT tables and I am off? Or will I need to do some retuning for them?

This is the spread sheet for my injectors.
http://www.mediafire.com/view/2d5030...readsheet.xlsx

southal cobalt

iTrader: (3)

60s are enough for gas.

blueLNFftw

iTrader: (16)

I know they are, but I am planning for the future.
Eventually I want to build an e85 tune and I do have the supporting mods for a TVS. Basically, just sitting around and waiting for a deal on a TVS.
Figure I mays well have a better start. Plus I dont have 60's.

jp1600

iTrader: (2)

any luck?

blueLNFftw

iTrader: (16)

I have not had time to mess with it that much and my regualr commutes are pretty short. I have been monitoring on my drives and things are well. Hopefully I can get a nice, clean, and well rounded log in the next couple days to really show what is going on.