Mike00FRC

iTrader: (1)

Well, the parts are starting to com in, so I guess its time to get the programming in order. I've gone through and searched as many different topics I can think of to tune this thing myself with LS1Edit. Please let me know if you think I've missed anything.

Background:
2000 C5 M6
224/224 .563/.563 112 (comp 918s)
LS6 Intake, TR-6 @ .35, Corsa Exhaust, 160deg. thermostat
No headers yet
ATI Procharger est 5-7psi, Single IC, 42# injectors
Fuel Pressure 58psi, 93 octane

Tuning checklist:
1. Initial Injector Flow Rate Table KPA(value)
0(6.45), 5(6.49), 10(6.53), 15(6.57), 20(6.61), 25(6.65), 30(6.69), 35(6.73), 40(6.77), 45(6.81), 50(6.85), 55(6.88), 60(6.92), 65(6.96), 70(7.00), 75(7.03), 80(7.07)
2. Adjust Injector Flow Rate Table as needed to obtain 0 or neg. LTrims
3. Disable Cat-Overtemp
4. Raise MAF High Fail Limit to ???
5. Set timing to 16deg, climbing to 18-20 from peak torque to redline
6. Wideband and adjust PE vs. RPM to get around 12:1

Anything else that I'm missing?

Thanks,

ChrisB

I wouldn't start with near that much timing - start with around 12-14 degrees and take it up from there. Yep, you will probably end up higher, but don't chance it. Also your timing may not rise with RPM - it depends on the rate at which your boost comes on - I would start with it flat and take it from there.


You need to increase the DTC1514 table also (you can scale it by 400 percent or so to be sure).

Check your IAT vs map spark adjust - I normally zero that out if the IAT is on the discharge side - if it's on the intake side leave the negative numbers in, but pull out any positive values.

Watch carefully for the point where you max out the MAF (if you do) this is where you will have to start adding a bunch in to the PE table.

I would also adjust the injector offsets for those 42's to avoid idle issues. You should also make sure part throttle is nailed down (give it a week or two) before you do WOT).

AzzHauler

iTrader: (3)

If the injectors are svo's and aren't already on the car, put them on now before you start messing with the sc. I'd bet that you gonna need the flowrate a lot lower than you listed, probably subtract 1-1.5 across. Mine are nowhere near the 'calculated value', and I've heard the same from others w/ svo 42# injectors. Like chris said, the offset makes a world of difference. Mine wouldn't idle right w/o fixing that table. If you make 5# w/ the camand intake on, then I'd say you're a shoe-in to hit the maf fail limit, and you'll want that fixed faster than asap . I initially set my timing way too low and had it overly rich, it caused a stuttering when it went to pe mode. Sounded really bad, but added a little timing and leaned it out some and it all cleared up, just go slowly with it.

And if you haven't gotten a 160* stat in there yet, do it now. Helps out in the fight against knock.

Mike00FRC

iTrader: (1)

Thanks for the input. The SC will be the last thing I do and tune for.

All I can say, it this will be a learning process.

ChrisB,

I have a couple of threads on offset archived on my HD for reference. I'll keep that in mind when I do the initial tune.

BTW, the injectors are Bosch 42#

Thanks,

Slowhawk

iTrader: (12)

Here is a baseline on 2 setup similer to you.
Bosch 42's I set IFR to 126% to start.
Topped timing at 25 degree's from 2400rpm up.
Disable CATS.
leaned out PE vs RPM till I got 11.5-1.

This is just a baseline.
2 notes on what I found that didn't work on these cars:
1- SLP MA NFG under boost.
2- Stock MA without screen-same NFG
Use stock MA with screen.

Ed Blown Vert

iTrader: (2)

What is the reasoning for zeroing the IAT tables?