A lot less black soot in the tailpipe with w4m tune

[wait4me]

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0.000000 0.000000 0.000000 0.000000 0.000000 -1.500000 -5.000000 -5.500000 -6.000000 -6.500000 -8.000000 -9.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000 -10.000000
0.000000 0.000000 0.000000 0.000000 0.000000 -1.500000 -5.000000 -6.000000 -7.000000 9.000000 -10.000000 -11.000000 -11.000000 -11.000000 -11.000000 -11.000000 -12.000000 -12.000000 -12.000000 -12.000000 -12.000000 -12.000000 -12.000000 -12.000000 -12.000000 -12.000000 -12.000000 -12.000000 -12.000000 -12.000000 -12.000000 -12.000000 -12.000000
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[wait4me]

In the above post is an error in the 2009 software in the intake airflow spark correction table based on IAT1. The table shows how much timing will be modified based on intake temp sampled at the MAF sensor. If you look, i know it is hard to see here, but on the 7th row down, look for a POSITIVE 9 value.. So, at that row of temp, instead of pulling -10 degrees which is what is needed, it adds 9 to the value.. Tell your freind that he might want to add that to the fix for next updates. I can point out about 32 problems if you want me to email you an exact list of anomolies and bug fixes needed..

[Razorecko]

Originally Posted by wait4me

In the above post is an error in the 2009 software in the intake airflow spark correction table based on IAT1. The table shows how much timing will be modified based on intake temp sampled at the MAF sensor. If you look, i know it is hard to see here, but on the 7th row down, look for a POSITIVE 9 value.. So, at that row of temp, instead of pulling -10 degrees which is what is needed, it adds 9 to the value.. Tell your freind that he might want to add that to the fix for next updates. I can point out about 32 problems if you want me to email you an exact list of anomolies and bug fixes needed..

wow, so Jesse do you fix all these oem tune mistakes in your tunes ??

[wait4me]

Im not trying to be funny on this one guys. Another one is in Cyl 2 knock detection. The values are supposed to be 16 and 3.46 in a set block and they are at 25 in a square of 4. The higher the values the LESS the vehicle will detect knock on that Cly rotation %. So if that airflow amount is met, and there was a REAL knock event during that time, Cly 3 will not report it. Even though probably the other 7 cly would catch it. If you do it JUST right with a manual trans, i can hit that airflow amount and trigger a load KR event. Not seen with the stock tune...

[Razorecko]

So Jesse do you correct all these mistakes you see in your tune/ go over the oem with a comb or do you just adjust the points you know are overly cautious ? - also off topic but you stated that a full 4in cai would disrupt the maf signal and would need a tune, with this statement are you saying that a full 4in cai could do potential harm or that the cai wont be fully utilized w/out tune adjustment ?

[wait4me]

Yes i correct Several mistypes in the calibration. I do go over alot of the calibration to double check the work. I do find errors, but i just fix them. No big deal. I tweak things how i have seen made positive results in my past experience of tuning LS1 cars, both on the street in real life situations AND extensive dyno testing, since the days of a hex editor and reverse engineering with IDA pro and desoldering the Ab28F400 44 pin chip off the boards and Learning all the comms and how the CPU works ect way back in 1997 to build interface cables to do uploading... To now, where there are alot better software available to us as an end user that save guys like me alot of time. Im not sure how much experience or how many cars i need to tune or what the highest horsepower car i have/ and or tuned, which by the way have had a 1113 hp Camaro with lots of boost that lasted 100s of dyno pulls and weekend fun romps around town without failing, "sold it last year to a friend".
I guess every one has thier own opinions about everything in the world, and i respect that.. But to say nothing can be gained from something is kind of rude without proof.

[wait4me]

Sorry Razorecko, Yes the 4 inch FULL cold air does require a little different Maf table due to the flow thru the maf electronics. It has more dense air entering towards the top of the box because of less restriction and not having to do a hard turn from the airbox like it did before with the factory box. The smooth transistion from in the filter and up around the 90 degree bend makes a few flow differences in lower hz ranges..

[GMX322V S/C]

Maybe those mistakes are the factory "fingerprint"--when they're gone they know it's been tampered with j/k

I, for one, really appreciate your using your talents, expertise, and experience to make these refinements available to the everyman like me Jesse.

[AuPanda]

[Razorecko]

Originally Posted by wait4me

Sorry Razorecko, Yes the 4 inch FULL cold air does require a little different Maf table due to the flow thru the maf electronics. It has more dense air entering towards the top of the box because of less restriction and not having to do a hard turn from the airbox like it did before with the factory box. The smooth transistion from in the filter and up around the 90 degree bend makes a few flow differences in lower hz ranges..

Is that something that you need to rework on a dyno or can it be done as an em tune ? And are there any adverse effects to not tuning after a 4in install or will there just be performance held back ?

[wait4me]

Originally Posted by NormV

Why so many zones? Do they accommodate the different fuel pressures better?

Norm

The more zones the table has, the MORE ACCURATE each section of the coeficients can be for fueling.

When there is a fuel error from a stoich deviation, say in REAL LIFE the engine is 13.9 with no correction, The LTRIM "or short term" will have a -4.4% Needed for that exact zone, HOWEVER, say 200 more rpms, the ve might be correct and not need the 4.4% pulled and would cause a leaner condition. So, with the more resolution, it allows the system to store that other information and not make such a large block of ve using that one stored value. It makes the vehicle more accurate. Same with the Higher resolution of spark tables and coefiecient tables for fueling. It just makes it all better.




Fuel pressure does have an issue on how gm has it set up. If you log the DUTY CYCLE of an injector during a Wide open throttle run from idle at the track to redline, you can see as it tells the fuel pressure control module to command different values, the injector pulse width freaks out and goes crazy till it fixes itself. I can provide logs of this on this thread if they would like to see what im talking about.

When at idle, the fpdm is putting out a low duty cycle, as the ecm is only commanding fuel rail pressure to be 36 lbs of pressure. "not counting the 14.7 ambient pressure of coarse. Then at wot it is still there, then it switches to a 60psi pressure commanded, and then 65. Each time that happens, you get a REALLY rich condition. WHY you ask? Well, if the ecm has to modify injector Ms to hit its target, the Ms for the injector are aLOT more with lower pressure, But then after the pressure gets higher, it then OVER COMPENSATES for a brief moment in time because now it has that higher pressure and will no longer need that higher Ms....


I can go into ALOT more detail if someone wants. Including data streams..

[wait4me]

Not sure if it was done intentionally or not by a calibrator, but a funny thing is, if you look at these values and plot them out, it makes a HUGE perfect v. This is in a idle table.

0.052460
0.049181
0.045903
0.042624
0.039345
0.036066
0.032788
0.029509
0.026230
0.022951
0.019672
0.016394
0.013115
0.009836
0.006557
0.003279
0.000000
0.003279
0.006557
0.009836
0.013115
0.016394
0.019672
0.022951
0.026230
0.029509
0.032788
0.036066
0.039345
0.042624
0.045903
0.049181
0.052460

[wait4me]

I can also point out the values in your coeficient table matrix that make a flaw in the actual assumed Ve model on the engine causing the lean condition you see on tipin transistion at exactly 2500 rpms and again at 3300 rpms that gets WORSE as kpa on the engine gets higher. Putting the data in Matlab will show the huge error between cells at that point causing the instability.

Here is just a generated snipit of a spot showing what i mean. These values should be raising consecutively of coarse.. But arent.

2603.930694
2535.788885
2470.811227
2408.997719
2390.373529
2382.292466
2385.146251
2398.934884
2900.151203
2955.602856
3008.460076
3058.722865
3106.391223
3151.465149

[aburd]

someone irritated mr wizard. I'm not sure I understood one sentence in the above two posts. That's ok I've only heard good things about w4me.
Ab

[whisler151]

Originally Posted by aburd

someone irritated mr wizard. I'm not sure I understood one sentence in the above two posts. That's ok I've only heard good things about w4me.
Ab