Thank you Dave, cant wait to give it a try on the next C7
One other novice question, which scanner PID for fuel rail pressure?
Ed M
Printable View
It's just actual rail pressure. I don't remember the exact name.
why cant i click on any green fields?
Very nice spreadsheet Dave!
Used it on a 2014 C7 SC (7# boost) setup and it worked great. Saw I was in the window with room to spare.
Thanks again Dave
Ed M
PS -- Did find the PID :-)
I am still interested to see if anyone has tried spraying during the compression stroke or found out the latest we can fire the injector (for any given condition including idle).
I know we don't HAVE to change anything except for at WOT and only if needed, but I am still curious.
I know GM uses homogenous burn rather than lean burn but I would love to know if we can override that with SOI tables.
Using this calculator shows I can lower the SOI table a LOT with NA applications and I am wondering why GM didn't use lower values/later injection timing.
Probably emissions. That's usually what's behind everything. Lol.
I don't think it will hurt to pull it back to EVC over maybe 3500 RPMs.
this spreadsheet should technically also work for the 5.3 L83 DI engines in the trucks correct?
yes
Sorry to pull back this thread from dead
I still didn't get the idea from this spread sheet
should we add the injection duration to the SOI to get final result which should we use in SOI base table ?
Excellent info Ben! Thanks a bunch.
Your saying can start at (360 plus IVO) up to (360 minus EVC)
343.5-373 LT1
335-368 LT4 retarded 8 degrees 326-360
If you have aftermarket cam though 226/240 116 LSA
363-360 on 110 centerline (negative window?), 353-368 if retarded 10 degrees from there
That doesnt seem to make much sense. Plus you guys are using .050 numbers the valves dont actually open/close until 50 some degrees later/earlier
you have room to spray after EVC at idle and normal loads and will have to spray earlier under high load if you have enough power. keep in mind that if the piston is on the downstroke (360 or less) then you have a better chance of keeping the fuel in the cylinder anyways.
IMO, spray as late as possible that still keeps the engine running smoothly at lower RPMs and spray as late as possible at WOT that keeps your pulse width down (like below 5ms if possible), IMO, you really need meth or port injectors if you are going over 360 and still blowing through IPW.
How does the AFR/Lambda get affected by this? lets say you are dialed in to a .84 lambda then do mod the SOI, any changes?
Depends if your burning cleaner or not... Yes this does apply to DI engines too - more so when you combine hpfp pressure changes with injection changes though...
in the spreadsheet, it calls for inputting AFR, is that actual wideband read or commanded? also, since we need to power at wot open, over the 1.36, why would some populate pretty much all the area?
Sorry to pull back this thread again,
When I use the C7 Z06 spread sheet with 6500 rpm, 20Mpa , 18 Spark Advance and 6ms IPW, it tells SOI would be 261.6*. In my calculation, if I start to spray 261.6*, I spary btw the mid of downstroke and just before the ignition (during compression stroke). Is it right and is it ok to spray during the compression?