I certainly understand your frustration, lots to learn again.
I certainly understand your frustration, lots to learn again.
'12 Camaro T3 2SS/RS LS3 M6, SLP TVS 2300, Flex Fuel
Tom,
I'm having the same problem as you... Most I've gotten it to hold is 80-85%
Climbed to 25psi with 245 high end DALs and it was very linear.
Here's what I'm working with:
09 RY Cobalt SS Coupe - 19K miles - Bolt ons + 7163 ZFR, HP tuned on ethanol
Sold - 09 SRTC Cobalt SS Sedan
Totaled - 09 VR Cobalt SS Sedan
Sold - 09 RY Cobalt SS Sedan
09 RY Cobalt SS Coupe - 19K miles - Bolt ons + 7163 ZFR, HP tuned on ethanol
Sold - 09 SRTC Cobalt SS Sedan
Totaled - 09 VR Cobalt SS Sedan
Sold - 09 RY Cobalt SS Sedan
Make sure you have the duty cycle max below the correction table set to 100 or 95.
This is mine from my car now, I have the boost ramping up from 18psi to 25. My DAL is 300 flat down the right column.
Nick - I have 95 to 100% in the max columns of both, no improvement up top.
'12 Camaro T3 2SS/RS LS3 M6, SLP TVS 2300, Flex Fuel
09 RY Cobalt SS Coupe - 19K miles - Bolt ons + 7163 ZFR, HP tuned on ethanol
Sold - 09 SRTC Cobalt SS Sedan
Totaled - 09 VR Cobalt SS Sedan
Sold - 09 RY Cobalt SS Sedan
I'm having a whole new problem that I know must be a simple fix that my dumb ass is missing...
I adjusted some wastegate controls and worked some of the desired boost (psi) and (%) and now when I do a third gear pull it enters the granny mode right as I'm coming up to redline....
I'll have no boost until I shut the car off and turn it back on again.
When I did this pull it spike to about 27 psi and then settled to about 24-25 holding steady but then I heard the bpv go offand the throttle closed. What the hell?!
That was it thinks its seeing 30% more air than it actually is while doing the injector constant makes it think its giving 30% less fuel than it actually is. Either way is fine but if you ever try to analyze your ve and airflow amounts based on the tune they're going to be skewed by 30%. I've never delt with the lnf at all or very much maf tuning in general but thats how it see as working.
I love these kinds of threads BTW.
1994 Mazda Miata turbo, aero, hoosiers Class=SSM
Take my drop box referral and we both get an extra 250 Mb free!
So I just realized by re-reading everything that I need to change my proportional max to read 165 kPh (23.9 psi) and adjust my DAL a bit to get rid of that 27 psi spike and to properly read 24 psi...
This should get rid of the car going into that nanny mode, no?
P.S. My Overboost is set to 10500 rpm so it's not that.
Thanks Leafy. That's what I was thinking too, the only trade off would be airflow calcs versus MPG calcs. One thing I wonder though is if torque calculations are also skewed because of the airflow skew?
Are you sure you have all of your over/under boost nannys taken care of?
09 RY Cobalt SS Coupe - 19K miles - Bolt ons + 7163 ZFR, HP tuned on ethanol
Sold - 09 SRTC Cobalt SS Sedan
Totaled - 09 VR Cobalt SS Sedan
Sold - 09 RY Cobalt SS Sedan
Hey Tom and others having the boost duty cycle issue of not going to 95% here's a couple thoughts...
Just about every other ECM I've worked with uses MAF for torque calculations. If you skew the MAF, you also effect the timing, throttle, torque management, trans, etc. I've been told (thanks Dave from DDMWorks!) that the auto trans LNF's shift horribly when you skew the MAF, which makes perfect sense because it also does that on the E38's/T43's.
I'm still skewing my MAF to compensate for the E47, and if anything I've been fighting too much boost. I ended up with some logs with boost pegged at 30psi when I was messing around with these new boost tables! I'm wondering if changing the fuel mass and putting the MAF skew back to stock is causing some of these issues?
The other things to check are Optimum Torque, Optimum Timing, Max Torque/Gear, Lambda Efficiency and of course Malts and DAL's. ALL of these effect boost, timing and throttle. If you want to post screen shots of those tables, or let me know which one's are stock and maybe I can figure it out. There's obviously something different in my tune because the numbers I put in the duty cycle correction table are exactly what I've been seeing in the logs.
Remember, this ECM is TOTALLY torque based, there's a dozen tables that really can screw up boost, timing or throttle. I can tell you some numbers to put in the Optimum Spark table that will make your car go full throttle and full boost by only pushing the pedal 1/4 way down! Kinda scary to drive that way!
Engine Diag, under airflow should be all the settings. That the place you changed things?
Thanks John. Gonna have to give the injector constant a shot then and see how things go. Makes a ton of sense with regard to skewing the MAF. Wife is dragging me to bed but will update tomorrow with more details.
09 RY Cobalt SS Coupe - 19K miles - Bolt ons + 7163 ZFR, HP tuned on ethanol
Sold - 09 SRTC Cobalt SS Sedan
Totaled - 09 VR Cobalt SS Sedan
Sold - 09 RY Cobalt SS Sedan
John beat me to it T-Man, sleep got in the way. I run E60 with a custom intake that used to need -12 to -14 pulled out of the MAF freq to zero out LTFT's, Running E60 inj constant is stock and MAF freq is stock.
Still can't get 95% WG DC up top John, I see it go to 100% as boost builds, but tapers as shown in yesterdays screenshot. I might not be holding enough load to keep it up there.
All the tables I can find are 95 to 100% up above 4k RPM. Had them all at 100% all the way up in the highest column for yesterdays pull but cut the midrange some to try and kill the boost spike. We'll see.
'12 Camaro T3 2SS/RS LS3 M6, SLP TVS 2300, Flex Fuel
Trimmed the boost spike to 25 psi, that's good but still tapering off WG DC up top into the mid 70%'s.
'12 Camaro T3 2SS/RS LS3 M6, SLP TVS 2300, Flex Fuel
Have you tried the table like mine above? I have no issue with getting 100%