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what are know issues to a ability to read and scan but will always lock up when attempting to write? I have the exact same results in the car and on a bench harness.:banghead: is this ecu just...

Its the same application key as displayed in the account page on the main site and shows 10 credits but the device still says 0 credits

I purchased credits thru the site. they show the increase in the account but not the device? any sugestions? (MPVI1 Pro):banghead:

disregard the post. p036 and p056 were still on

Today i installed a new long tube flow tech headers on my 2012 6.0 silverado. i think i might have turned off something other than the downstream o2 or possibly sensor 2 is the up stream. now it runs...

hello all, it's time to put new exhaust on my 2012 2500hd 6.0L. I purchased Flowtech ceramic coated long tube w/3" collectors, a Blackwidow 3" x-pipe and 2 Venom 250 3" in 3" out mufflers. I plan on...

'11 Sierra 3500HD 6.6 Duramax
No VATS Relink ... Always says VATS RELINK Failed. No Security Light but swapped PCM then Swapped back to the orignal and the truck wont start... have done the routine...

@ IARLLC Right, hopefully my brain fart moment will help other to not over think this stuff.

Wow i'm so fu(k1ng retARDED...

spark airmass = g/s per cylinder of fuel?
Or is the spark airmass, including the actual calculated airmass of the air and fuel together? :banghead:

What's up? I'm Shawn, from Ohio.
I'm new to the electronic tuning and am looking for help on where to place the changes i want to make. I'm ready to learn.

Wow was totally in outerspace on that thought...i feel so retarded...one i found this...http://lightner.net/obd2guru/IMAP_AFcalc.html

spark airmass (g) = g/s per cylinder? and based on log info of manifold kPa vs MAP lb/hr, you should be able to calculate Spark RPM vs Manifold pressure cell for timing change location on the chart?...

Ok, here we go again...attached is the corrected injector flow tune...and the log for it...now i am getting KR up high in the range again :banghead: but its not happening every time in the specific...

thanks for setting me straight... the original tune the truck came to me with was junk up high(over 4500) all kinds of KR...the first posts file...now with the trans adjust you suggested and the...

i can see and know the changes i wanted but was lost like a virgin in a strip club when it came down to where to put the info really...I think i was making it harder than it needed to be to.

hopes and prayers yes somewhat...i was referancing other tunes and noticed that mine was at 128 kPa and the other ones that I referenced were at 98kPa...never seen more than 100 kPa on WOT pulls so i...

now I'm thinking a little more timing in this thing will read a slight bit better on the negative trim numbers...I was being a slight bit confused when i changed the flow rate but figured it out......

oh yeah i figured that out real quick:doh:...i changed it back to normal...now it is a lot better fuel management oly a couple points negative on both ltft and stft :yay: i'm learning and had all day...

Ok, Here is my new spark tune and a log file representing the results...my fuel is way out of wack it looks like but the acceleration when thru the roof (seat of the pants feeling...which graph best...

Awesome... thanks for the advise...also I noticed the KR only comes in during PE...And the fuel should have been 93 octane, at least that's what it was labeled at I pumped in?

After thought...is the KR do to much fuel or just the timing? also i read to increase my shift pressures by 5psi till desired firmness...probably the frist thing i'll fiddle with.

First time poster, as well as new to the forum...first off, Thanks to all that help others with knowledge and wisdom :worship: I'm new to the electronic tuning scene. i bought a 2012 Silverado 2500HD...