Ahh lol..damn. okay ill fix it...you guys are awesome figuring out these little mistakes. Not sure how long it would have stayed like this. Im gonna smooth out my VTT some more and fix that VVE area and report back.
Ahh lol..damn. okay ill fix it...you guys are awesome figuring out these little mistakes. Not sure how long it would have stayed like this. Im gonna smooth out my VTT some more and fix that VVE area and report back.
Here you go. They aren't really smooth though. They were shaped off of the VE changes and just worked out that way for this cam. They do curve side to side and vertically. Just keep in mind that anything that affects fueling changes torque, so all the way to injection timing and O2 settings. Hopefully all of this will help you.
Airmass 225 2.jpg Airmass 225 3.jpg Map 225 2.jpg Map 225 3.jpg
Last edited by GHuggins; 05-14-2024 at 05:48 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
I feel like injector duty cycle being so low, likely near its lower limit causes some of this. Injectors cant possibly be accurate at or near its lower limit. I could be wrong about this, but I suspect its not helping.
I second this. However, it is possible to get rid of it almost entirely. It just takes a long time. Get your fueling dialed in first (VVE and MAF), and then see what torque management is doing. One thing at a time. You have no corrections besides idle, as GHuggins mentioned. So, you're going to have to raise/lower the torque tables in the region the behavior is occurring. If it's pulling timing on you, it thinks you're making more power than you're commanding. If it's adding timing, it's the opposite. Typically with a cam, you have to lower more than just the idle region, as you're pulling more vacuum at lower RPMs. If it's fueling, you'll be fighting the closed loop being wonky and all over the place. If it's Torque Management, it'll pull timing, then add, then pull, etc. and it'll buck like you're describing. If it's a combination of both, it'll drive like absolute shit.
Last edited by edcmat-l1; 05-17-2024 at 03:03 PM.
EFI specialist
Advanced diagnostics, tuning, emissions
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Sorry, I should have phrased it better. I meant 'lower' vacuum. When I said 'pulling more vacuum', I meant that the vacuum is more intense, meaning a lower value. I phrased that poorly. You are correct. That is why you have to lower the torque model in the associated region so that the engine expects to make less power in those regions.
Vacuum won't be more "intense". You can actually get into cams that won't let vacuum assist brakes work correctly because the vacuum is less.
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Never gonna be a good idea to set the high speed airflow transition right around where you have a problem like this. 1200rpm is where dynamic airflow disables... And is the cam supposed to be locked out? Not sure why you've got a VVT cam but all the actuator diagnostics are disabled. You wouldn't know if the actuator had a problem. And the cam is definitely moving when this is happening....
Vacuum is defined as lower barometric pressure than the local atmospheric pressure. So, the more of a vacuum you have, the less pressure you have. If the vacuum was less intense, you'd be closer to atmospheric pressure AKA a higher intake manifold pressure reading. I'm not sure where the confusion lies. As stated by myself and others above, you will have less manifold pressure at idle with a larger camshaft. I think we are all describing the same effect differently.
GM Gen4 Injectors v2.1.xls
ChatGPT is the end result of someone assuming that if they gather up a large enough pile of sh*t it will spontaneously generate a pony.
Higher map with a Cam is byproduct of natural egr. Need more airflow from the inefficiencies of the camshaft to meet the same engine speed/torque at idle regions. More throttle/airflow at idle will reduce restriction to the intake, which would be less vacuum/lower MAP. Or so i think. Some dude on here might chime in and give the explanation with physics involved lol.
Last edited by ns158sl; 05-26-2024 at 12:01 AM. Reason: drunk map
GM Gen4 Injectors v2.1.xls
ChatGPT is the end result of someone assuming that if they gather up a large enough pile of sh*t it will spontaneously generate a pony.
Where do you reconmend the transition rpm should be at? Stock i think wants it at like 4k, cant be for sure, not in front of my pc atm. The cam i have isnt a VVT cam, ita suppose to be phased locked.
Anywho, ive been dialing in the VVE closer and closer and its definitely calmed down the bucking alot! I still see TMA being pulled, but its seldom and less timing....more like 3-5 degrees instead of 10-15 like in my original log. Im gonna keep at it.
Once im happy with my VVE table, im gonna try multiplying my DD table in the lower section about 1.02 and see if tgat helps.
You should be able to use the DD tool now and once you're nearly done to do the final corrections to the DD table. It actually works really nicely and Michael did some great work making it.
Here's a shortcut for it - https://order66.shinyapps.io/driver_demand_editor/
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