Last edited by JayRolla; 03-27-2024 at 09:06 AM.
2013 CTS-V Coupe M6 - 1 7/8" Headers, 3" x-pipe, stock mufflers, Airaid intake w/green filter, ID1050X injectors, DSXtuning flex fuel kit, DMS under hood tank, upgraded pump, 3/4" lines, griptec 2.4" pulley, solid isolator, 100mm idler, reinforced brick, MM mild catch can, AEM 30-0334 wbo2, 600whp/630wtq
2017 HSV Clubsport R8 LSA 30th Anniversary M6 - GMM triple-step headers, Cat delete, Stock HSV catback, Harrop pod intake, ID1050X injectors, KB BAP, 2.35" Griptec pulley w/ Gates RPM belt, FII blower & lid spacers, FII reservoir, Mantic 9000 ceramic clutch, Elite Eng. catch can, AEM 30-0334 wideband
Has anyone reached out to Dave, Jake, or Howard?
Not sure this helps but... My E67 w/ GMPP OS and a VaporWorx boost referenced fuel system w/ CTS-V2 pump module shows no spikes across 2600 RPM at WOT.
Yeah Smokeshow. Then I'd try Dave Steck or Howard at Redline, maybe they have a work around being im sure they've seen it before.
No stock FPCM, all aftermarket. VaporWorx system is return-less using PWM on the pump to control the fuel pressure. It reads the MAP sensor to maintain, in my case, 350 kPa across the injectors. I siamese the "downstream" end of my fuel rails together and run that line to a second pressure sensor to monitor fuel pressure. The VaporWorx controller gets its pressure reading from a sensor at the pump to avoid noise from the injectors.
Last edited by pannetron; 03-27-2024 at 04:04 PM.
Very nice!
Just a few questions, both for the lean spots, and if I did this myself at some point..
- Is the stock FSCM completely removed/unplugged? And the Vaporworx controller is effectively taking its place?
- Are you using aftermarket fuel rails? Or did you modify the stock ones with a crossover at the end?
- Are you using factory fuel lines, pump to rail etc.?
- Is your extra fuel pressure sensor just for you to monitor the rail pressure? Not used in any pump or injector control?
- The Vaporworx just uses the MAP to increase/decrease pump duty cycle, similar to how the factory flow modes work, but using MAP instead of fuel g/s to adjust the pressure/PWM?
Interesting system, sounds like a good bridge between factory and full return setup.
2017 HSV Clubsport R8 LSA 30th Anniversary M6 - GMM triple-step headers, Cat delete, Stock HSV catback, Harrop pod intake, ID1050X injectors, KB BAP, 2.35" Griptec pulley w/ Gates RPM belt, FII blower & lid spacers, FII reservoir, Mantic 9000 ceramic clutch, Elite Eng. catch can, AEM 30-0334 wideband
Answered in a PM to avoid further hijacking this thread...
Im sure you wouldnt mind 100 pages of hijacking, if it lead to an answer for us all!
I think a fix might involve parting with some dollars. Getting rid of the FSCM for starters.
With all the work everyone heres done with the ECM, we mustve touched on just about every parameter. Even plenty of user-defined too.
Dont know if I want to keep throwing money at it, just to see a smooth VE. It runs good now, gets the fuel it needs.
2017 HSV Clubsport R8 LSA 30th Anniversary M6 - GMM triple-step headers, Cat delete, Stock HSV catback, Harrop pod intake, ID1050X injectors, KB BAP, 2.35" Griptec pulley w/ Gates RPM belt, FII blower & lid spacers, FII reservoir, Mantic 9000 ceramic clutch, Elite Eng. catch can, AEM 30-0334 wideband
OK! My car is a '66 Chevelle with my home-built, Edelbrock supercharged LS9 clone. The E-Force blower kit came with nice fuel rails. Fuel line from CTS-V2 pump module to a Y in engine bay is 8AN PTFE lined, stainless steel mesh, vinyl covered hose, forget the brand. 6AN lines from the Y to the front of the rails, 6AN lines from the back of the rails to a T and the downstream pressure sensor. The downstream sensor is for my peace of mind. Before i installed the VaporWorx system and the CTS-V2 pump module, I had a ****Lab PWM return style system with a pump that would eventually lose pressure and leave me stranded. Now I log that "final" FP value to make sure the fuel system keeps up to its task. The VaporWorx system is really well engineered and available in a variety of configurations. I'm OK spending time and money if it actually SOLVES a problem :-)
2010 Vette Stock Bottom LS3 - LS2 APS Twin Turbo Kit, Trick Flow Heads and Custom Cam - 12psi - 714rwhp and 820rwtq / 100hp Nitrous Shot starting at 3000 rpms - 948rwhp and 1044rwtq still on 93
2011 Vette Cam Only Internal Mod in stock LS3 -- YSI @ 18psi - 811rwhp on 93 / 926rwhp on E60 & 1008rwhp with a 50 shot of nitrous all through a 6L80
~Greg Huggins~
Remote Tuning Available at gh[email protected]
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I'm sorry for not being completely read into this problem but could someone give me a summary?
I've done a ton of CTS's and LSA's. I actually even did the first production LSA CTSV ever made for Rick Hendrick before they were out. I personally daily drive a '17 SS with a LSA. Never noticed any lean spikes. The VVE table will have a hump at lower RPM/high boost that falls a bit before taking back off. I also set most up in SD only because you can hit the same spot in the MAF passing someone on freeway with 6th gear/locked TCC and be lean but rich if you did a standing start full throttle pull.
Those having problems... have you tried going 100% SD?
Turn off injector desoot mode?
The VVE table will definitely look different than a NA, centrifugal, or turbo.. but similar to any other whipple/magnacharger VVE table.
Lastly, I'll often even do stock cammed but high boost LSA's in speed density just to get rid of that spot in the MAF table that is sometimes rich sometimes lean depending on the situation.. If you plot deviation on the MAF table you'll see what I mean.. That is how far off on average from the average are samples. Good example would be 0, and 10 would have the same average as 4 and 6 but the later has much less deviation.
Last edited by Alvin; 03-28-2024 at 03:49 PM.
Tuner at PCMofnc.com
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Attached are two VVE tables from the last two CTSV's I did.. My notes say one was a 388 with 231/247 duration cam 1300 ID injectors
The other was a stock CID 223/235 1050 Id injectors
I don't even remember the cars to be honest. I just wanted to show what I find to be a typical looking VVE table for a LSA or really any PD style blower.
Capture2.JPGCapture.JPG
Tuner at PCMofnc.com
Email tuning!!!, Mail order, Dyno tuning, Performance Parts, Electric Fan Kits, 4l80e swap harnesses, 6l80 -> 4l80e conversion harnesses, Installs