jatolbert (Will you post your tune so I can compare and see if I can find potential issues)
here is my tune from a couple of days ago.
5-16-16o2.hpt
I just saw your post. Don't know how is skipped it.
I wasn't sure if I was cutting fuel or if I was dropping to essentially a high idle point on the VE table. As soon as throttle cuts, the map drops to the low 60's which is roughly just above idle for my car. Therefore, I thought that it was getting out of PE and simply demanding a lot less fuel. It seems that the fuel cut occurs 1/4 of a second or more AFTER the throttle cut. It actually does not get leaner than commanded lamda until over 0.400 seconds after throttle cut. As for speed limiter, that is a good thought, but I made 3 of the same runs earlier in the day (all finishing 20 mph faster due to not loosing throttle in 4th) and did not lose fuel in those runs. I can post those scans too if desired. In those runs, I went from 0% pedal throttle to max pedal throttle as fast as I did in this run, the shift points were within 2-3 mph of each other without any of these same concerns. This run was an anomaly on the day, although it happened to me once or twice on the previous day. My primary speed limiter is 250 mph. I will max everything out just to make sure.
I think I have an idea what the problem is. I think it could be the ETC area scalar. Engine>Idle>Aiflow>ETC Area Scalar. We are both way too low for the 102 mm TB. I'm at the stock 4725 (just realized it needs to be changed) and you are at 5060.25. The scalar for the 102 should be around 7100+/-. Do you think you could give that a try and see if it solves it? As soon as my headers get back and I bolt them on, I am going to try this.
jatolbert
I will change to see what happens on the way home and report back.
ke5gnz: Did you get a chance to look at this? I'm very curious as to what you found.
Josh
I have changed the info. but have yet to make a safe run as it was raining last week. Then my boost controller went south on me the new on will be here Wednesday hopefully get installed then and try for Thursday morning. I did have to change the Idle air flow and just fine tune the maf, sd was so close that I didn't mess with.
2010 Camaro LS3 (E38 ECU - Spark only). MS3X running complete RTT fuel control (wideband).
Whipple 2.9L, 3.875" Pulley, kit injectors, supplied MSD Boost-A-Pump, stock pump
LG Motorsports 1 7/8" Headers - No Cats, stock mid pipe with JBA Axle Back
ZL1 Wheels/Tires
ke5gnz: Hmm. Interesting. Thanks for checking. I just noticed something else. Neither of us have the TCS patches enabled. Looks like I have accessibility to TCS patch and TCS patch 2 while you have access to TCS patch. Could you apply this patch under OS>TCS patch and see if that works? I'm not sure exactly what it does but it may be worth a try. You'll have to write entire instead of write calibration. GHuggins suggested this in post 6.
Even though we both have torque management disabled, it may be worth while recording a scan including the torque management parameters suggested by Aaron407 in post 19. It also may be worth while to include traction control torque and desired torque to make sure torque management and traction control are not contributing. I know we both do not think this is the problem, though.
Does your problem happen in a particular gear or is it in several gears? Could you post a scan to look at?
My guess at this point is the problem is exactly what you said in your original post, throttle parameters (pedal to throttle map and opening rates or similar). When I get headers back and on the car in a few weeks, I may create a histogram in the scan that replicates the throttle maps to help see exactly what is going on an compare the desired throttle area to the commanded.
Everyone Else: Would someone else chime in by posting a tune with a 102NW throttle body that has no issues of not going WOT? A turbo vehicle would be preferred since both ke5gnz and I are boosted. I would just like to go through the tune and attempt to find common differences between our tunes and a working tune.