AACorvette just sent me this file for Deka 60 (HPT file). Now I'm asking whether what's posted on his site is good to go, especially since he has an updated version. You'll see it's a almost like what FIConnection sent (Excel file), but a little different.
Still communicating on details.
Very cool of you. His future customers will be happier if the tuning data is accurate.
- 2001 C5 Corvette (625rwhp - Procharger, LS6 heads, Torquer V2 cam)
- 1991 Volvo 940 - 2JZGTE (600rwhp - PT6466, HKS 272 cams)
Wait a minute. I'm reading your tune Blended (post #5) and it doesn't match the chart you sent (post #41). It's actually what Andy at AACorvette provided. Have you since updated it?
Blended:
Blended.png
AACorvette from Andy (CEO):
AACorvette_Andy_Deka 60.png
Calibrated Success:
Calibrated Success_Deka 60.png
AACorvette Website:
AACorvette_Website_Deka 60.png
Last edited by SiriusC1024; 10-11-2023 at 11:14 AM.
EFI specialist
Advanced diagnostics, tuning, emissions
HPtuners dealer and tech support
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I gotta figure it out.Originally Posted by edcmat-l1
LOL I feel ya. Just don't forget to put all the transient tables back to stock except for the min fuel.
EFI specialist
Advanced diagnostics, tuning, emissions
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No, I haven't touched the fuel section of the map since the dyno back in July. Bill @ Second Street Speed entered those numbers, which were somewhere in between Calibrated Success and the FIC tables originally given by A&A. Maybe A&A is sending out a different file now, which is great.
- 2001 C5 Corvette (625rwhp - Procharger, LS6 heads, Torquer V2 cam)
- 1991 Volvo 940 - 2JZGTE (600rwhp - PT6466, HKS 272 cams)
It appears so. Still, it's not the same as the Calibrated Success data. Have you thought about trying it?
Transient tables haven't been altered. I was never given the stock map for this car, but I grabbed one out of the database and my transient numbers match that 100%.
- 2001 C5 Corvette (625rwhp - Procharger, LS6 heads, Torquer V2 cam)
- 1991 Volvo 940 - 2JZGTE (600rwhp - PT6466, HKS 272 cams)
Post the compare file here. I have a huge library of stock files and I compared it against 2 different 01s.
EFI specialist
Advanced diagnostics, tuning, emissions
HPtuners dealer and tech support
email=[email protected]
I'm not a "pro" and I don't have a dyno, so I had to trust Bill who is widely reputable in the tuning community. Car drives great (and is currently on SD-only, btw), makes good power, zero knock, so it's just the little nuances I am trying to resolve.
As an engineer, would I prefer that the table matches the manufacturer numbers exactly? Absolutely.
Based on what I see in all these threads, every tuner has their own way of doing things, and I would be a fool to walk into a reputable dyno-tuner and tell him he can only use the numbers I provide.
- 2001 C5 Corvette (625rwhp - Procharger, LS6 heads, Torquer V2 cam)
- 1991 Volvo 940 - 2JZGTE (600rwhp - PT6466, HKS 272 cams)
Let's get on with it fellas. Let's move the obvious "floor" obstacles out of the way. The data might not be "right" but let's take care of the obvious first.
Post an idle log of this file. Let Sirius run with it from there.
Let it idle for about 3 min. During that time, sweep the throttle 2 or 3 times, gently to about 2000 rpm. Just looking for how quickly it comes back to stoich from off idle. You last log it took nearly 30 seconds for it to come around. It needs to happen much faster than that.
EFI specialist
Advanced diagnostics, tuning, emissions
HPtuners dealer and tech support
email=[email protected]
2002 stock corvette manual.hpt
- 2001 C5 Corvette (625rwhp - Procharger, LS6 heads, Torquer V2 cam)
- 1991 Volvo 940 - 2JZGTE (600rwhp - PT6466, HKS 272 cams)
I've already adjusted my VE in the idle region and now it reaches stoich in about 7 seconds with an STFT of only -8%. I didn't go too aggressive as to overshoot, so I'll pull a little more out and that should make the idle fuel much happier and prevent all that over-fueling.
Can't do any more with the car for 2 days. They just finished sealing the driveway and the Vette is put away.
- 2001 C5 Corvette (625rwhp - Procharger, LS6 heads, Torquer V2 cam)
- 1991 Volvo 940 - 2JZGTE (600rwhp - PT6466, HKS 272 cams)
Have you thought about going back to your tuner then?
Tuner at PCMofnc.com
Email tuning!!!, Mail order, Dyno tuning, Performance Parts, Electric Fan Kits, 4l80e swap harnesses, 6l80 -> 4l80e conversion harnesses, Installs
Not for something so small. I'd rather learn.
- 2001 C5 Corvette (625rwhp - Procharger, LS6 heads, Torquer V2 cam)
- 1991 Volvo 940 - 2JZGTE (600rwhp - PT6466, HKS 272 cams)
But argue with everyone who knows more than you.
EFI specialist
Advanced diagnostics, tuning, emissions
HPtuners dealer and tech support
email=[email protected]
I think adjusting injector timing will solve a lot of problems.
It's already quite a bit better, but I'll throw the numbers in that you calculated and hope that you guessed correctly on the cam specs.
I can also try to reach out to the guy who bought the cam and see if he knew exactly which one it was.
I think the company that tuned it after the H/C/I install missed a lot of basic drivability things, with that being one of them.
When I would come to a stop and had the A/C on, it would stall out because the Adaptive Idle AC Offset was never adjusted.
Last edited by phuz; 10-12-2023 at 04:50 AM.
- 2001 C5 Corvette (625rwhp - Procharger, LS6 heads, Torquer V2 cam)
- 1991 Volvo 940 - 2JZGTE (600rwhp - PT6466, HKS 272 cams)
My dyno tune had a lot of drivability problems, too. Bucking at low RPM, idle hunting when it got cold, things like that. Ran great otherwise. Reputable tuner. I was ok with it because it's a dyno they can't replicate all conditions. It wasn't until I started messing with HPT that I was able to resolve those issues myself.
Don't be surprised if you have to adjust VE again after doing the injector timing.
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