I looked through it for a while and couldn't find anything. It looked like it always happened right around 4200 RPM's if I remember correctly, but I couldn't find anything in the tune that would match up with that
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I looked through it for a while and couldn't find anything. It looked like it always happened right around 4200 RPM's if I remember correctly, but I couldn't find anything in the tune that would match up with that
Thanks for looking. I'm at a complete loss to what could be causing it. Too bad, cause the trims did improve quite a bit. It may be just too much for the ECM to calculate...I dunno...
I would think changing this would require you to also change your offset table and probably use the offset vs. map instead of the vs volts table? Just a thought.
I know the Fords use a table like that for the cylinder gains, but they also allow you to change the settings at multiple engine loads. Typically you change them to 1 in the higher load areas...
Original file? You mean the stock tune cal for this car? If so, then no I do not. I had to download an 08 Z06 file from the tune repository. I bought the car used, and a "professional" tuner butchered the tune, along with about a dozen other idiot valve train related mechanical mistakes. In fact, that is what inspired me to learn how to tune this damn thing myself. That does not mean I think I am an accomplished tuner by any stretch either.
Sounds like Ford has a lot of things going for them. I heard they have wide band O2 sensors now too, but I have no idea if there’s any truth to that.
The injector data I got with these injectors did not have an option for the different offset table. I have no idea how I would do that…… And after the fiasco I had with the crappy pulse adder data they supplied, I would not be surprised if the rest of the data they sent is crap too.
They do have widebands now...they're strange to tune if you're used to GM stuff...but the computer has some cool features.
What injectors are you running? 80's? The "data" for them at low pulsewidth is horrible.
Yah, you're not the first person to tell me the injector data sucks. I had to zero out the pw adder table to get MAF dialed in, and it's still not great in overdrive gears. They are 58 # / 4 bar rated. Re-branded Bosch injectors I bought from The Tuning School. I bought them believing their claim of being supplied with "correct data". Live and learn I guess. Long story, but I went back and forth with them on the data. I'm a bit nervous to try a different set, as I don't know if I can trust any of the injector resalers. ID's are too big for my needs and I don't really trust them either.
They aren't too big as long as you can control them consistently and predictably. I'm running ID1000's and really should be on something quite a bit smaller than that, but they work fine. I won't say their data is absolutely 1000% perfect, but I do believe it's the closest you'll find
That's good to know. I'm just gun shy at this point. These are my second set of injectors and I'm tired of throwing money away. The one other nagging thing with larger injectors is tricking the ecu with the stoic table, or scaling the tune. I know many do both successfully, but if there is one thing I've learned, is that doing these workarounds generally leads to some obscure table going bonkers. I guess I'm just being very conservative with further tweaks. I may just bite the bullet and try some ID 725's. I'm not quite there yet.
You can use ID's and have no issues. The data is good. I had 850's and switched to 1000's. Plugged in the new data and had to do almost nothing else. I use the stoich trick on my old setup (eforce with 850's) and my new setup (YSI with 1000's) and there are no issues. I am not an expert tuner but have no trouble getting my car to run right.
If you are interested, a friend of mine just switched and had a set of ID725's to sell. I can check if he still has them. They were not in his car long so should be perfect.
Yeah, doubling the stoich table/halving IFR is easy, and it works great. I haven't had any other issues. I'm a stock motor, stock cam, so nothing special, and ID1000's are still fine. 725's should be just as good or better.
You have to cut the IVT terms in half also BTW, otherwise the calculated intake valve temp goes sky high.
Sure. I'm interested. This engine is probably making 650 at the crank, plus/minus. Just enough to push me over the edge of comfort with the oe injectors (or I would have kept using them). Do you still have my email?
That pony has already left the barn. I was hitting 90% in third gear. Don't know what it was in fourth over about 4500 with the stock injectors, cause I have yet to get this car on a dyno, and don't want to get the car impounded.
So is this table useful to adjust for a lean running cylinder?
In theory, yes. But in practice, I have no idea.
Very strange. I saw in the details about the table it had some kind of warning about at high loads it could do strange things. I wish it worked as expected though. Would be nice for the LS guys that know cyl 7/8 are more likely to go boom.
I know this is ancient but I haven't seen a newer discussion and wanted to add another data point to this discussion...I tried adding 2% fuel to cylinders 7&8 on my ZL1 now that I'm 28% overdriven with cam etc. The car immediately started losing all fuel pressure at exactly 4000rpm. I'm running a BAP and the runs before this I was holding steady at 65psi and below 50% IDC, after the change it drops to 28psi at 4000rpm then slowly builds back to about 45. The wideband spiked to lambda 1.0 at almost full boost at 4k...glad it's still winter and my IAT was 35 degrees lol. I sure hope it goes away when I reflash today.