It's too bad you don't have the tune file to share. I'll bet KR was not pulling enough or completely disabled.
It's too bad you don't have the tune file to share. I'll bet KR was not pulling enough or completely disabled.
2001 Z06 : 856/830 : Built LQ9 403ci : D1SC 17psi : Self-built , self-tuned.
Really stupid question I'm sure, but what would everyone on here consider a safe EGT for DI or any gas motor? I've always believed in plug reading. Probably shoot way too rich with my own readings. I like to see a nice "darkish" brown color on my plugs and in the combustion chambers or at least the valves durring re-inspection tear downs. Guess I air too much to caution, but doing it this way gets me the same power on a hot motor as it does on a colder motor. Then as of now I've just been adjusting injection timing for "fuel useage" optimization. Just figured this was showing the most efficiency? I know it's not precise and could be adjusted better, so I'm really curious on "goaled" EGT's...
Thanks
Last edited by GHuggins; 09-26-2015 at 03:49 PM.
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]
Mobile Tuning Available for North Georgia and WNC
Good question , haven't explored EGT's yet. I've heard 1500-1700, but what puzzles me is that I read going too lean can cause EGT to drop.... I would think that would produce more heat and higher egt
2001 Z06 : 856/830 : Built LQ9 403ci : D1SC 17psi : Self-built , self-tuned.
Plug reading may be fine for WOT but part throttle not going to happen. The proper way to read a plug is to go WOT, shut the motor off and check. Driving around and then looking at a plug in a closed loop fueling system is hard to quantify anything. The EGT reading is to be combined with lambda. You can have EGT's to the extreme of rich and the extreme of lean so you need to have another "check" to ensure this. Much of what drives MAX EGT is the parts....at some point aluminum melts....that's to hot! If I had to stab a temp range it would be between 1100-1300 but again much like spark timing and fueling its dependent on many other factors.
As we have discussed in prior threads; if you air model is correct and your injector data is correct, its still possible to have the wrong AFR due to injection timing. DI is so prone to poor cylinder mixing (when SOI is off) that your "reported" AFR can swing rich very quickly which would normally have you change your air model to solve. Not only is this a problem in fueling but since the torque model is tied to airflow you just messed that up to.
Regarding the plug reading; the real reading is down in the base of the plug. We have a tool that cuts the threads off the plug to get to it and we mostly look at it to see where we are on timing.
Full Service GM Late Model Performance Facility
www.redline-motorsports.net
Follow US on FACEBOOK!
Follow us on Instagram! redline_motorsports
Yes , I only use plug reading for wot. Checking the annealing point on the ground strap has been incredibly useful and is so easy to do. It's basically telling you , this is the peak cumulative combustion temperature that was reached during the pull. Too high and you start to melt things , too low and you can turn it up more. However , I've chased my tail before thinking I had gone too far when in actuality the annealing point hadn't even started to show yet. It takes a some getting used to and different brand plugs will show different color markings.
2001 Z06 : 856/830 : Built LQ9 403ci : D1SC 17psi : Self-built , self-tuned.
It definitely looks like the lt1 has inherited the weak rear cylinders of the ten IV and III, I would be nice if gm had a coolant crossovers like the 97-98 motors had. There are aftermarket solutions.
99' SS LSR 388 twin ETR billet 76s, glide, etc
06' C6 Z06 885rwhp/796rwtq [email protected] E85 940/840
07' TBSS Turbocharged 6 psi 525/505
16' C7Z A8 Stock blower slow street car 815 RWHP
Yup
99' SS LSR 388 twin ETR billet 76s, glide, etc
06' C6 Z06 885rwhp/796rwtq [email protected] E85 940/840
07' TBSS Turbocharged 6 psi 525/505
16' C7Z A8 Stock blower slow street car 815 RWHP
Full Service GM Late Model Performance Facility
www.redline-motorsports.net
Follow US on FACEBOOK!
Follow us on Instagram! redline_motorsports
The key is to use ALL of the sources of good data you have available to give yourself the intel to make a decision on what to do next. Does it need more timing, more fuel, less timing, less fuel, more cam advance/retard, more/less SOI timing etc.
You leave data on the table if you don't look at the plugs especially from the problematic/hot cylinders of the engine. This is obviously with fresh plugs and WOT pulls and shut down only. I've seen physical signs of detonation on plugs that the knock sensors didn't pickup. Which do you believe at that point? Like I said you have to take a total grasp of all the data to determine what the best course of action is to move forward with the calibration.
Last edited by LSxpwrdZ; 09-29-2015 at 12:08 AM.
James Short - [email protected]
Located in Central Kentucky
ShorTuning
2020 Camaro 2SS | BTR 230 | GPI CNC Heads | MSD Intake | Rotofab | 2" LT's | Flex Fuel | 638rwhp / 540rwtq
2002 Camaro | LSX 427 | CID LS7's | Twin GT5088's | Haltech Nexus R5 | RPM TH400
the OP mentioned 15 degrees at WOT.... like a block of 15 degrees? or 15 degrees at peak power? i've tuned quite a bit of gen 5's now and having a block of 15 degrees would definitely be an issue, especially down low and through peak tq in a 5000+ lb truck. what did the timing curve look like?
Owner of Cunningham Motorsports
06 z06
2016 camaro
68 Camaro
2014 e63 amg
07 LBZ Duramax
I work on lots of these engines and even stock it happens in number 8 ... ive seen the piston in the bottom of the pan. Ford will warranty this as defective.
No one likes a showoff, lol.
20151108_192442.jpg
2001 Z06 : 856/830 : Built LQ9 403ci : D1SC 17psi : Self-built , self-tuned.
I understand and agree that hptuners has a nice gui, but honestly, don't you think that video card is a bit overkill for hptuners?
it would be nice if they made spark plugs with egt in them for tuning.and a vibe transducer for each cylinder.
some good info here thanks
Factory Stock 97 SS M6 13.51 @ 104.3 mph
Stock Longblock LS1 w/ 233/238 P.S.I. Cam
10.81 @ 126.9 Full interior, six speed on 275 radials, a decade ago
'99 TA trunk mounted 76mm 6 Liter
9.0s in '09 @ 153 MPH
Turbo 5.3 Volvo 740 Wagon
32psi and still winding out 5th on the highway somewhere
I agree its not a fix but it seems to help keep things more even. Doing a plug read after a pull on the dyno you can see the timing strap seems to be farther down on the rear cylinders than the front cylinders, on the flip side of that I have seen the exact opposite on various setups. Only other things i can think of would be distribution of air mass and or fuel, something a lot of tuners don't think of also is spark advance is usually global value, whats good for some cylinders are not good for others. this ultimately is what kills the one or two cylinders and the rest are fine.
99' SS LSR 388 twin ETR billet 76s, glide, etc
06' C6 Z06 885rwhp/796rwtq [email protected] E85 940/840
07' TBSS Turbocharged 6 psi 525/505
16' C7Z A8 Stock blower slow street car 815 RWHP
You can dial timing up or down on individual cylinders vs. rpm in the Static Retard table.
www.crawford-racing.com
Home of the original and best selling CR-Fueler plug and play port injection controller kits for all GM Gen V direct injection platforms.