hi
I don't think my settings are correct.My vehicle is corvette c5 f1r procharger lingenfelter gt9 cam low compression forged piston 14 psi boost .t56 transmission.
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hi
I don't think my settings are correct.My vehicle is corvette c5 f1r procharger lingenfelter gt9 cam low compression forged piston 14 psi boost .t56 transmission.
Have a log to go with it?
What fuel injectors did you put in?
I'll look and come back. I get log.
75lb/hr, 780cc LUCAS, 01D129B, Saturated, 12 OHMSQuote:
Originally Posted by SiriusC1024
I was able to scrounge up some data, but it's lacking the compensation tables:
Fuel Pressure = 39.15 psi
LO SLOPE = 105.5 lb/hr
HI SLOPE = 77.299 lb/hr
BreakPoint = 0.000015
V ms
8 1.747
9 1.525
10 1.331
11 1.166
11.5 1.095
12 1.031
12.5 0.975
13 0.925
13.5 0.882
14 0.848
14.5 0.82
15 0.799
In absence of the compensation tables, I used the pressure/flow relationship of IFR2=IFR1*SQRT(P2/P1) to convert from 39.15 to 58 psi.
The data can be found in the attached tune at Fuel>General and Fuel>Transients. Run a compare (Compare>Open Compare File) to see the changes. This data is for a vacuum-referenced (1:1) regulator. You should have one of those installed due to the supercharger.
Your tune has a lot of issues. MAF isn't failed correctly. VE table is wrong and will be even more wrong with that more accurate injector data.
Here's some suggestions. I've failed the MAF, put in a baseline VE and Spark (set low - meant to be adjusted up after fueling is correct) for FI. Disabled DFCO for VE tuning. Increased enrichment for safety. A few other corrections with a lot of them being educated guesses, but they're better than the pure nonsense that was in there.
Fact is you need a full tune. Use the attached if you want for a starting point.
Tell me why is the displacement (cylinder volume) set for a 6.2? Is that what's swapped in? More details on the build.
Also, those injectors are oversized in my opinion. MAP sensor is 2 bar, so boost shouldn't be exceeding 14 psi. It would be smart to set the fuel pressure regulator from 4 bar to 3 bar (58 psi to 43.5 psi). IFR will become 80lb/hr instead of 94. This will allow better idle (higher duty cycle means greater proportion of on-time being linear) and cause less stress on the fuel pump. You should already have a nice adjustable vacuum-referenced regulator and a fuel pump that can keep up with demand. If you want to go that route let me know. I'll make the necessary fuel injector adjustments.
If that really is a 6.2 swapped in then that's going to be a problem. Does the car even start? 58x crank signal will be incompatible with an ECU expecting 24x, that is unless you have something like the Lingenfelter signal converter. The GT9 cam has duration figures that are meant for rec port heads, and without roller rockers the valve lift will quickly wear out the valve guides in a cathedral head. Ignition coils changed? Need to change dwell time, too. Etc, etc.
Details, man, details.
First of all, thank you very much for your help. I use 5.3 iron block 24x in my vehicle. We used 5.8 forged pistons..We used low compression. stok ls1 cylinder headTruck coil. We used Walbro 450 fuel pump.I used stock fuel filter regulator. Jessel rocker arm. Fast intake manifold. I do not use MAF. We set afr with Aem wide band. The timing has also been adjusted for 98 octane gasoline. Here, 98 octane gasoline is the option.10-12 psi boost now.My vehicle is running normally, its performance is not bad, but I think the software is wrong. I have been using it for more than 10 years.Quote:
Originally Posted by SiriusC1024
Yesterday I was doing the chop idle.I made a few changes. I was keeping a log at that time.Later, I will try the overspeed and underspeed table as -20 and 20 for a more beautiful chop idle.:)
What you want right now is a stable idle. I put in spark corrections that should help that. If you want a false chop then you can over-amp corrections later. It's just more wear surging the engine at idle, so I don't recommend that. The cam on its own will lope naturally.
What tune was running on that log? There are quite a few channels missing. Right now it needs wideband, cylinder airmass, equivalence ratio commanded, knock retard at minimum. It would be great if both front O2's were still in so that CL can be activated.
Which coils square or round? I'll update that and the displacement on the next file.
Are you saying the regulator is the factory Corvette filter/regulator? That not ideal, but I can try to make it work. You should have removed it and installed an adjustable vacuum-referenced regulator.
Quote:
Originally Posted by SiriusC1024
I wanted it to run like an idling muscle car, so I broke it. I broke it yesterday on purpose.Normally I don't have any problems with idle. coil is round
I sent you a private message
previous log
Ok, but I still need the channels logged that I requested if you'd like adjustments made. At least from this log I can tell that the MAP sensor is reading correctly, so that's good. Is there no longer a wideband on your car?
It has wide band. But it does not connect to HP tuners. When I look at AFR, everything seems fine.Quote:
Originally Posted by SiriusC1024
Ah. Which wideband is it? Should be able to hook it up to read through scanner. There are a few methods.
Here's the baseline tune with fuel injector data for the non-referenced regulator, round ignition coils, and 5.3L displacement. It won't run all that well at first, but it will improve with logs and adjustments.