[QUOTE=veeefour;760530]yes[/QUOTyes very funny. Do I need to send it for an unlock?
Type: Posts; User: iceman321
[QUOTE=veeefour;760530]yes[/QUOTyes very funny. Do I need to send it for an unlock?
Can the whipple calibration be read,adjusted and flashed or is flashing the PCM impossible without sending it in for an unlock?
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nothing yet
any luck yet? I have not tuned gen 1 but on gen 3s the driver demand table has to be raised or the power will cut off hard, yours looks like it needs to be adjusted. I would also leave cylinder air...
If you haven't made any changes other than the LT exhaust, you shouldn't have any issues, even without tuning, transport delay alone won't cause any real problems.
look around locally for a used 18 Int. manifold. Upgrade injectors, get a flex fuel tune and you're set for N/A. if you're buying a new intake I recommend a ported boss, cheaper than the 18, and in...
To my understanding the borderline is your base/floor, spark can dip lower than the borderline, but not higher than MBT maximum brake torque. Tables 0 to 13 are there for imrc closed, 14 to 26 open...
I noticed a lot of people get mail order tunes, given that the tuners don't request actual MAP sensor data, do they 1) rescale to the new boost levels and interpolate the data already in a calculator...
Enabled vs Disabled, what changes?
its a centrifugal ess pushing 14 psi at 7000, I was going to go with my other pulley that makes about 8 or 9psi at 7000rpm and rev it out to +7500 instead. Its just that when I was N/A power died...
thanks for the input. So in that case, what im seeing is that in order to make the intake valve open later aka "retard" the timing, one would be adding to the original values of the Ivo OP table to...
1. these are actual crank angle as the description at the bottom of the screenshot claims. IF so that means NEG for intake and NEG for exhaust are both referring to btdc exhaust.
2. what I think it...
Disable anti shuffle and correct your torque/inverse. you have a throttle angle error of -11 at 3k rpms
Just go back to stock intake+TB check all your hoses, clean MAF, check plugs ect. make this easier on yourself and your tuner. once its good work on the upgrades.
the injector flow rates do not look anything like 2000 cc flow rates, use the manufacture data and zero in from there, i shouldn't need much adjustment depending on the fuel psi, worst ive seen is...
Im not sure you were adjusting your maf correctly as it looks like your lb/s are pretty high. If you multiply by % >120979
If you're trying to correct fuel trims because you're trying to dial in injectors you don't need to mess with the MAF data, generally speaking you adjust your injector slope high for acceleration:...
all PiDs have different readings under key on engine off conditions, is the difference between scheduled torque and engine torque the only thing that needs to be zeroed to reduce wheel torque error...
what a difference, what method was used for smoothing? did you do simply smooth the entire table? I find that usually causes the lower rows to change alot.
Is there a list of what circumstance each table belongs to? and if one wants to get rid of a table is it as simple as zeroing the table or further adjustment necessary like playing w the distance...
its likely the torque and inverse tables, use your stock tables to see if u notice the improvement(it wont make power but will drive better)
117469 installed a centrifugal supercharger, now the car cant regulate the fuel pressure, over 10 minutes the rail goes past 3500psi! causing major issues in stop and go traffic
whats the min duty cycle set to?
did you input all the data for the 47s? you cant just drop in new injectors and use the maf to correct afrs.