That is from your tune. At least the one posted.
2012 ZL1 - Maggie Heartbeat, Port & Polish Heads, Custom Cam, Custom rotating assembly, steel sleeved LS9, No NOS and No water meth. 16psi
810rwhp and 820rwtq 91 Octane 6400 rpm
948rwhp and 951rwtq 105 Octane 6400 rpm
999rwhp and 997rwtq on 60% Ethanol 6400 rpm
how does that work? I shows up smooth on my computer.. How do I screen shot it from HP on my screen?
try this
latest adjustments
I really need help at this. Guess I don't fully understand it yet. Thought I had read up on how to set up tuning files but obvious that its not going as planned. Any pointers are appreciated greatly
You are only extending to 100kpa not even sea-level. No boost. The one I showed went to 255kpa.
Last edited by jsllc; 07-16-2019 at 10:36 AM.
2012 ZL1 - Maggie Heartbeat, Port & Polish Heads, Custom Cam, Custom rotating assembly, steel sleeved LS9, No NOS and No water meth. 16psi
810rwhp and 820rwtq 91 Octane 6400 rpm
948rwhp and 951rwtq 105 Octane 6400 rpm
999rwhp and 997rwtq on 60% Ethanol 6400 rpm
think I got it this time. changed the row axis to read to 200kpa
new table, all screwed up...
It isn't all screwed up...in my experience, when you extended the axis hptuners just follows the trend of what your current VVE table is so what you can do is just bring up those areas that are dive bombing up to the rest of the table...at least for a starting point. Besides that really big dips is occurring at a very low rpm and a very high cylinder kpa so your car may very well not even see that area of the VVE table
this is my base, again lol!
Better,
So you understand you are saying with this image that your engine is more efficient at 6500 rpm under most manifold pressure conditions than at equivalent 3800 rpm location. Your engine efficiency usually matches torque as a general rule.
2012 ZL1 - Maggie Heartbeat, Port & Polish Heads, Custom Cam, Custom rotating assembly, steel sleeved LS9, No NOS and No water meth. 16psi
810rwhp and 820rwtq 91 Octane 6400 rpm
948rwhp and 951rwtq 105 Octane 6400 rpm
999rwhp and 997rwtq on 60% Ethanol 6400 rpm
I'm just trying to smooth it out and go from there. I thought I was getting an understanding about what this table does, but you got me...
So if I were to lower the 6k area it would be better?
Not saying you should do anything. Every engine is different. Many things go into to this. VE is used in later engines because unlike SD it is designed to compensate for factors other than just manifold pressure. Here is a start.
https://www.onallcylinders.com/2017/05/11/volumetric-efficiency-and-what-it-means-to-performance/
2012 ZL1 - Maggie Heartbeat, Port & Polish Heads, Custom Cam, Custom rotating assembly, steel sleeved LS9, No NOS and No water meth. 16psi
810rwhp and 820rwtq 91 Octane 6400 rpm
948rwhp and 951rwtq 105 Octane 6400 rpm
999rwhp and 997rwtq on 60% Ethanol 6400 rpm
Thank you helping me BTW! I would guess my table is a lot different than what you have. Im at sea level and super hot right now. It a really bad time to be messing with all this stuff but its so far off part throttle. More boost lower rpms is killin me. Basically when car is in normal shift mode (auto) more noticed in am, cooler air, car goes lean... simple not simple. At least not for me, YET!
With in inputs your ECM has VE table should not be any different for elevation, temp and other things. That is the beauty of VE over SD. The only input and calc missing is humidity. So no your table and mine will be close.
Our differences will be created by the efficiency of the motor (ability to pump air and combust fuel). Things like piston design, head design and porting, exhaust design and blower are the difference makers. All are highly modified on many cars including my ZL1.
2012 ZL1 - Maggie Heartbeat, Port & Polish Heads, Custom Cam, Custom rotating assembly, steel sleeved LS9, No NOS and No water meth. 16psi
810rwhp and 820rwtq 91 Octane 6400 rpm
948rwhp and 951rwtq 105 Octane 6400 rpm
999rwhp and 997rwtq on 60% Ethanol 6400 rpm
2013 OBM A6 CTS-V Coupe
Mods: Headers back Billy Boat Exhaust, GripTec 2.65, 8.6 PowerBond Lower, LSX Innovations Solid Isolator, ID850's, NGK TR7IX's, Accel 9070CK Wires, Spectre CAI, SRI Ported Throttle Body, SRI Catch Can, NGK AFRM, 160* T-Stat, 0fx2gv Brick, Hard Line Delete W/3/4" Lines, FB 101 FMIC, Pierberg CWA50, Stoptech Drilled/Slotted Rotors, EBC Redstuff, Cut Stock Springs, Flat Bottom Steering Wheel
2006 Black Raven STS-V (Traded In)
Fully Modded: 459RWHP@5888rpm/451lbft@4696rpm