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As far as AFR, i just didnt like how one of your O2's are going lean at the end, that could also be the archaic scanner delay. Vettes arent bad to pull a valve cover. Id maybe look at the springs...

I doubt it would be the TB, being the MAP doesnt tank when RPM is tanking. What heads and valvesprings?

Maybe someone can find something, do you have a wideband? Seems that it is leaning out towards the end of that gear. You can watch InjPW start to lower, whether that is a limiter or the MAF isnt...

Yeah I never did that with 4 speeds, I figured there was a way to tune for it with a CTC. For my personal experience I won't be doing this again, but I want to figure out how to work with these...

This confirms what I was thinking. Someday I might learn your screenshot skills, but I doubt it, lol.

I still stand at the TCM doesnt know how to adapt when the line pressure is high.

There...

Id try to figure out what hole is missing. Temp gun at the manifold/header, kill a cylinder with VCM controls, or unplug a coil or injector one at time.

After driving it around the trims look like they are working. Right after startup there is something weird going on. It is triggering the knock sensors and driving the trims up. Can you hear it...

Not really slow it down unless there some voodoo i dont know about yet. Otherwise if the delta is rediculous or if it is actually making it run funny, you can tie both banks to one o2 sensor.

Make corrections to Manifold Open. Also make sure you are resetting the LTFT's after you make fueling adjustments.

I found one of your logs, that definitely seems like a polling interval issue/scanner issue. For a test, log only the 5 pressures at fastest available to choose. Maybe someone here knows or it is...

By all means!

I read Chris's explanation on an older thread, my understanding was for the ECM to keep a constant line pressure to self calibrate apply/release pressures? I also ASSume it ramps...

because that is just presets. The algorithm is going to learn what "it" wants. I have tried that and found the outcome the same.\



Not sure. I have a bit to clean up yet, but I will put this...

Well i appreciate all the info. I can get it on the Dyno here in a few days so I might as well wait until then to make changes.

2012 Yukon

This is exactly what I seen. There is a guy from SIU that put in pressure taps and recorded everything happening. My problem is I can't find a way to reduce the fill phase through HPT. There are...

Ah yes, thee ol natural gas injectors lol

I used the dynos calculated engine torque connected to the pro link. I'm not positive how accurate it is, but I figured it's closer than guessing lol. The little information I do have is it does...

What's the part number on the injector? Data would include Flow rate, offset, short pulse adder, minimum pulse.

I made all the clearances to spec and used GM methods with the special tools. Thats why I am having a hard believing there isnt a way to compensate for no "cushion" in the apply through the...

Oh I get it, a carb wouldnt work being pressure would just overcome the float and flood.

I meant what did you settle on for brand?

So.. What was the results? I seen the diaphragm but no info?

Dont get me wrong, i love lamp.

TCC desired slip and TCC slip, Turbine speed, output speed.

This is correct data, luckily i have a 2012 Yukon with the same P/N lol

I left Injector temp table alone. My Cal has it 0'd from the...

I meant what brand/part number of the injector. You only changed the flow rate.

Usually the IAT doesnt need to be calibrated unless you are going to run it through the whole range of -40 to 300...

It will help, probably wont cure the issue. I would log a cold start and pedal it if need be to keep it running, but log it. 50 degrees isnt cold lol. It is definitely fuel related.

Where is the slight surge? Dont change the IAT calibration unless you have changed the physical sensor, and then you have to find the data for the new sensor. You are going to have to dial in your...