The shift lunges will not truly be solved by the DD table. Just bandaided, specially on PD blowers. This is just how the airflow model works in the NA cals.
Type: Posts; User: yellz06
The shift lunges will not truly be solved by the DD table. Just bandaided, specially on PD blowers. This is just how the airflow model works in the NA cals.
Define support? They come with data and I have never had issues using their data. But if you do not know how to properly calibrate a 200+lb/hr injector that is not a manufacturer problem. Same goes...
It can be done.. just how bad you want it.
Yes. Were you able to?
Who here has measured with a scope the EOIT on the injectors vs crank sensor signal?
whoever is willing to pay for the proper fix let me know.
Good Luck
Its a slow PIECE OF SHIT. 144 on the half mile is a fucking joke.
Anyone ever fixed this?
If you have split BLMs you have other issues. The motor shouldn't have any issues at all between banks. If you have an exhaust leak in one bank it will overfuel in one bank anyways. So running one O2...
parameter is not available in hpt.
it can be done...
Hello Greg,
do you have a LT1 GMPP file that uses the digital sensor?
Thanks
I've had this issue in multiple STOCK vehicles. They are not following the actual commanded tables for the downshift, thus wants to stay in 8th (or 10th gear) for way too long. I've seen it like it...
I believe lpe does have a 24 to 58x box
It is not enabled in the sense of throttle request or progression. For that purpose it is.
The usage of peak torque table as a reference is disabled on all calibrations.
Then keep running around and trying. Not everything is centered around a circle. Gm didnt. You shouldnt either.
It is that.
You are close. Reference degrees are 65 per period
what tables where added from the slave cpu? afaik its only the p1516 error range.
Through user defined parameters it can.
Just use any 2012 CTSV auto OS. it should work...
Interesting!
Too much load on the processor to send broadcast data for fuel pressure????