I was sent a tune for a 900 hp, now 6.2. Here is the file i read and some adjustments i made to get it closer for the new engine. Old tune was trash. Anything i missed before i do the first startup?
I was sent a tune for a 900 hp, now 6.2. Here is the file i read and some adjustments i made to get it closer for the new engine. Old tune was trash. Anything i missed before i do the first startup?
I am guessing you are scaling this solely for spark control? Depending on your particular computer, you may want to put those 8's or some other cranking fuel number back into the first couple of spots on your MAF table. Some computers do not quite instantly fail the MAF, and with real numbers at the bottom of the table you end up with a hard start and some seconds of rough idle before reverting solely to the VE table.
If it's for the spark table, somebody please tell me how it's possible to be above 1.20g/s at anything other than WOT? And then, what benefit there is to having different spark timing at 1.50 or 1.60g/s than what it carries out from 1.20?
WOT will work pretty much just fine with one single number filling the entire spark table. If you need it to do other things, like not-WOT, it's better to keep as much resolution in the part throttle range as possible.
Locked out distributors work "pretty much just fine", too. That does not mean there is no reason to optimize spark whenever you can. If you run multiple boost levels you would be stuck with maximum boost spark at your minimum boost that exceeds 1.2g.Originally Posted by blindsquirrel
How are we supposed to know what we're looking at with absolutely no vehicle specs, mods, etc.?
If the old tune was trash the new tune doesn't exactly scream brilliance.
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My bad for not giving more info. I dont have specifics, 6.2, cam, turbo, intake?. The main issues were in the starting, idle, i believe pulling in gear(the braf was still unscaled). The big one was washing cylinders and gas in the oil which ive not helped any but the flatlined ve was a good indicator of an issue. Working on a already hurt engine to get a good startup for the new engine.
edit: mafless
Made a couple more edits to make me feel better. I included another scaled file from the same shop, different truck and owner. Notice the ve similarities? These are not getting tuned. Also, the reason for the p59 swap from the p01 was for individual cylinder trims. All cylinders left at 1.0. I added a few% to the rear cylinders.
I always wondered if that trim function worked, but I have never had a setup where I could test it to find out.
Ive used it on n/a gen 3 truck builds stock and cammed. Definitely a noticeable difference in power and will offset the difference in bank to bank trims.
Got the build sheet. 6.2, 243 heads, edelbrock pro flow intake, 80mm turbo, btr stage 4 turbo cam fic 1200h injectors, 90mm tb, non lockup verter. I believe ive finally got a decent startup ready. The ve is looking more realistic, probably a little rich at low loads and lean out top just guessing but will work into it slowly. Probably will need lots of attention to the spark with the ve changes.
Last edited by 04silverado6.0; 3 Weeks Ago at 08:45 PM.
Asking a lot out of that 4L80E shifting at 6200rpm with an adaptive target of 0.250ms and no torque truncation.
Good writeup on how to do CL on a turbo setup:
https://lowbuckls.com/closed-loop-wi...the-stock-ecm/
3 bar TMAP will help, especially tuning tip-out after high boost:
https://www.bmotorsports.com/shop/pr...oducts_id/1721
I thought the same on the trans, its a built unit but that is a lot of torque going through it. Ill probably work some TM back in and see how it acts. The vehicle has no o2 sensors and is fully ol. Also a map upgrade is supposed to be happening before dyno time as well. Im not so sure it was running out of map but i believe it will be on lower boost as well. If the valvetrain and fuel system allows we may be turning more rpm, i dont doubt it wont pick up power way after 6200.
Do you have the data to input for the map you linked, map and iat? That may be a really good option.
MAP linear/offset and IAT curve are in the Specs tab of the link. The wiring pigtail is in the Associated Parts tab. Make sure existing grounds for both IAT and MAP get wired in. Disable complex temp model in the tune.
Different pressure sensors are available to match boost level so that resolution is maintained.
Unless the input drum has been upgraded with a lightweight unit then the trans is going to be rpm limited.
Last edited by SiriusC1024; 3 Weeks Ago at 11:56 PM.
I appreciate it, according to jakes the 4l80e will have inertial apply issues over 6k. The drum upgrade and pump upgrades will be needed at 7500+. Not saying it wont have issues under 7500 but if it lives long enough to stretch a input drum id say it was a good tranny. Ill get more details when we get to that point.
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