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Thread: lt1 gen v Throttle not opening 100% issue

  1. #21
    Tuner in Training Clutch's Avatar
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    The DD tables I was referring to are the stock "Factory" settings for a 7spd manual which mine is. Yes, I understand the (axle torque and VSS) vs. (RPM and Engine torque) Mine used the latter. Of course, it doesn't take as much torque to keep a car moving as it does when accelerating from a stop; duh. It's when you want to accelerate when it matters. So, it takes a stock C7 Z06 approx. 3 seconds to go from 0-60 MPH but it takes another 6 seconds for it to get to 120 MPH. (Twice as long even though you already have the inertia of going 60 MPH) and only want to increase another 60MPH.) Why is this? It's the loss of mechanical advantage (Torque multiplication). With each gear ratio change when upshifting; "torque multiplication" is less and less, and there for torque to the axle is less. I think this is what you're arguing is the reason to request less torque as speed increases. I understand this. but...

    Consider this; you're cruising at 60 MPH in forth gear and you want to accelerate to 120 Mph. You go WOT and the automatic transmission down shifts to 2nd gear. Why? It's because your foot (Accelerator Pedal Position) requested "MORE TORQUE" and the lower gear provides the mechanical advantage for that torque. With a manual the same thing occurs when downshifting from fourth to 2nd. When you're accelerating (VSS) "in that gear" you're not losing Axle Torque (mechanical advantage) and therefore should not be requesting less axle torque as speed increases.

    I see all the time people on here asking why their throttle isn't opening or is closing and the suggestion is to raise the DD Tables upper row(s) by say 10-20 percent and that's enough to solve their problem, but it could correctly be solved by increasing the torque request as VSS increases to the point where "Predicted Torque" always exceeds "Immediate Axle Torque" and "Actual Axle Torque". Also requesting too much torque at lower speeds that exceeds traction of the tires causes TC or Torque MGT to kick in and slows you down. If TC and Torque MGT are disabled it causes the tires to spin and "spinnin ain't winnin".


    Sorry no draggy but I'm sure there's faster cars than mine out there and also faster than yours.
    1997 C5 - 346ci - M6 - custom CAI, ported TB, MAF (ported & descreened), 1-7/8" Lt's, 3"X-pipe, modified stock muffs, 345rwhp before headers/x-pipe

  2. #22
    Tuner in Training Clutch's Avatar
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    As far as your insults to my intelligence goes; shove em right up your ass. I wasn't talking shit about having a fast car. I was just being snarky but you want to take it to level 10?

    I come on here to genuinely try and help others and also learn from others knowledge. If you don't agree with something I say in my postings then educate me with knowledge that would help me understand your position. Not; well that's how the tables are. That's not knowledge and mine isn't that way. Feel free to correct anything you don't agree with in my revised post above but don't be an ass about it because I don't deserve that crap.

    2015 7spd Z06 - DD table.jpg
    Last edited by Clutch; 05-26-2023 at 11:56 AM.
    1997 C5 - 346ci - M6 - custom CAI, ported TB, MAF (ported & descreened), 1-7/8" Lt's, 3"X-pipe, modified stock muffs, 345rwhp before headers/x-pipe

  3. #23
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    Quote Originally Posted by TriPinTaZ View Post
    Wa datalog with the proper torque PID's could shed some light on what your throttle is doing.
    is there a list of the gen 5 pids to log, or just log everything that has the word 'torque' in the description"?

  4. #24
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    Quote Originally Posted by bk2life View Post
    is there a list of the gen 5 pids to log, or just log everything that has the word 'torque' in the description"?

    This is setup for the Camaro/Corvette but all of the torque PID's are the same and many of the other PID's are also the same. This should get you started with what you need. Open this config file with VCM scanner and log with these channels. You can add your own stuff to it if there is anything you want to specifically log for your vehicle that isn't in this config.

    Taz.Channels.xml
    [email protected]
    Owner/GM Calibrator
    Gen V Specialist - C7 Corvette, Gen6 Camaro & CTS-V3

  5. #25
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    Quote Originally Posted by Clutch View Post
    As far as your insults to my intelligence goes; shove em right up your ass. I wasn't talking shit about having a fast car. I was just being snarky but you want to take it to level 10?

    I come on here to genuinely try and help others and also learn from others knowledge. If you don't agree with something I say in my postings then educate me with knowledge that would help me understand your position. Not; well that's how the tables are. That's not knowledge and mine isn't that way. Feel free to correct anything you don't agree with in my revised post above but don't be an ass about it because I don't deserve that crap.

    2015 7spd Z06 - DD table.jpg
    If you both take the childish arguing out of it, you both are spreading good knowledge for others to learn. Sad as it is, the dick measuring leads to people with different perspectives to explain their beliefs and views. Which also makes you explain in detail to prove one another?s point. It all helps the community when others are explaining the way they skin a cat. I would prefer less sword fighting and just explaining, but whatever makes you guys spit some knowledge and share is good. Thanks to both of you for explaining how you work through the process. Info is how we all learn no matter what stage of learning you are at in this game. Both your cars are slow BTW

  6. #26
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    I see this more with LT trucks than LT cars for whatever reason. My first "go to" in fixing this issue is the DD table. If "massaging" the DD table doesn't cure the issue, I fix it with the VVE table using 10% increments in the problem area. It's that simple. Great info on here though!
    2009.5 PBM G8 GXP M6 W/Roof-Self tune, OBX LTs, Kooks axleback, LSA blower, cam,
    Monster LT1-SC clutch, flex fuel, 12 psi [email protected] 1,800 D.A
    2007 TBSS-Self tune, bolt ons [email protected], 1,900 D.A
    1991 GMC Syclone- Self tune/catback 12.8@104, 4,200ft D.A

  7. #27
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    When reducing the VVE tables in 10% increments, do you end up super lean vs. comanded EQ ratio in those areas? DD tables seem to get the job done for me, just trying to wrap my head around reducing VVE table values that much when they are really close to dialed in already.