cool, ill check it out, see what i may have done wrong... my pc crashed sorry for the week late responses.
honestly, i am pretty sure the solid tumbler lip on the intake mani is what is choking the most.. i would like to see how much boost/timing vince runs with his service.
2012 Chevy Cruze A6 1LT RS
Formerly - 2004 GTO, 2002 Z28, 2007 Colorado, 2008 Silverado
Sorry, I do not mean the opening/closing of the thermostat is manipulated in that way. I meant more that the ECM seems to let you command a desired ECT. I'll add it to my list of things to observe if I can see when the thermostat is opening in relation to what I desire for coolant temp.
2012 Chevy Cruze A6 1LT RS
Formerly - 2004 GTO, 2002 Z28, 2007 Colorado, 2008 Silverado
ive been fighting this too lately, i finally have a little time, and i think this obstruction is the problem. it seems like its corked till 4k and finally the boost pushes air past the choke. the choke is for turbulence and mixing fuel for mpg.. gm didnt care about us wanting it fun lol
Chris,
Still need to test this, but does setting Overspeed Limit Min to anything above 1.0 g/cyl completely disabled overspeed limiting and thus the turbo overspeed pressure ratio controls? I'm still not completely understanding what all these tables do and if any single setting completely negates the "section".
2012 Chevy Cruze A6 1LT RS
Formerly - 2004 GTO, 2002 Z28, 2007 Colorado, 2008 Silverado
I've tried to tune a Cruze recently and for whatever reason the PE table changes didn't seem to make a difference. The car was making ~23# of boost and it was commanding ~10.87 AFR at higher RPM. The main changes were increased boost limit and driver requested power. Ideas?
Last edited by caesar; 07-01-2013 at 01:26 PM.
Turbo overtemp protection causes the 10.xx afr.
2007 Chevy Trailblazer SS AWD with boltons GP tuned
2012 Chevy Cruze A6 LTZ RS Vermount Stade 0 tuned
I am new to the Cruze 1.4T,
Based on a few responses on this thread, is it advantageous to Disable "Use Calculated VSS" and then adjust the Map A- normal (Driver Demand) table?
I asked due to a few reasons:
1. with VSS enabled, you have to deal with RPM and obviously you don't want to demand too much at a lower rpm. (so how does one choose at what point to increase the kw)? do you just go from 3200to 6800 and increase the 90 and 100 rows? or 2800?
2. Everyone's posted files have VSS disabled.
3. When disabled, you see you can easily just change a row.
LEFT - VSS Disabled
RIGHT - VSS Enabled
This is so different than what Im used to, thats for sure.
Last edited by smithers; 08-06-2013 at 08:15 PM.
picture on right looks to be miss-labeled.....has anyone thought to send out an error report to hpt so they can correct it?
2000 Ford Mustang - Top Sportsman
Mis-labeled somewhat.. yes...
it should say RPM when VSS is enabled not vehicle speed.
"Driver Demand Calculated VSS: If enabled, the Driver Demand tables will calculate the vehicle speed axis using RPM and NV ratio calibration"
the x axis is RPM.
It appears everyones Map A Driver Demand tables that have mph or km as X axis means VSS is disabled. Its why I asked the original question
Last edited by smithers; 08-06-2013 at 10:15 PM.
it's not mislabelled. The value is the vehicle speed as calculated from the RPM and the NV Ratio calibration. If the NV Ratio calibration is 1.0, the calculated speed is the same as RPM.
I count sheep in hex...
Chris,
I understand the values are correct, including the X axis labels (columns), but is the X axis title Label is supposed to say RPM, not km/h, is it not? It would make more sense to have 6800 in rpm units rather than km/h or am I missing something here?
Maybe it should read Vehicle Speed (km/h) derived from RPM ?
Sounds like you're comparing a manual trans tune to an auto tune
2012 Chevy Cruze A6 1LT RS
Formerly - 2004 GTO, 2002 Z28, 2007 Colorado, 2008 Silverado
The table being that way might be because the tables are statically defined and don't change their axis data title dynamically.
2012 Chevy Cruze A6 1LT RS
Formerly - 2004 GTO, 2002 Z28, 2007 Colorado, 2008 Silverado
I have a love/hate relationship with Driver Demand too. If you hold throttle at a certain percent, you will go faster but your Driver Demand will go LOWER at some points which gives a yoyo effect to power delivery. If you fix that, then you lose out on cruising speed fuel economy benefits of the lesser power demand.
2012 Chevy Cruze A6 1LT RS
Formerly - 2004 GTO, 2002 Z28, 2007 Colorado, 2008 Silverado
Question, lets say one wants to LOG what cyl airmass is based on RPM and Timing retard, just like what the Turbocharger Knock max airmass table looks like. How does one go about this? I keep getting a table that has only one row/column.
The other is I am not quite understanding the Driver Demand - A table, when Use Calculated VSS is enabled.
How does one determine what petal position and values to increase it by?
Last edited by smithers; 08-11-2013 at 02:02 PM.