What kind of dyno gains/number should i expect?
08-29-2009, 11:11 PM
#22
Remove COT (cat over heat protection) - LS1Edit
--Great way to burn up your stock cats if you still have them
Remove all the torque management--Only safe to remove 100% on a manual car, don't just recommend that to anyone
change AC throttle to like 75% from 100.--Wont make a difference for peak numbers if your TPS sensor is working correctly
Change 91oct tables to 89--most of us run 93 octane, and just copying over the high octane to low octane table is a great way to blow up a motor if you get some bad gas. There are 2 tables for a reason..SAFETY...with a GOOD tune you shouldn't need to copy high to low octane tables (unless you are tuning at the time) because it wont switch over unless there is a real problem
.. same numbers of MAF tables.Do you mean a properly tuned MAF and VE table? Or are you saying to run the same number all across your MAF table (wrong)
08-30-2009, 12:31 PM
#23
I dont have CATS as they are power robbing.
I wasnt aware that there were AUTO CTS-Vs... hence remove the Torque Management
The AC comes on when you are doing a dyno run, it sure will change your numbers, and since 100% is the border line, it may as in MAY be possible. (I prefer to MAKE SURE it DOESNT COME ON, that was my intention)
I dont have the luxury of getting 93 octane here.
I meant tuning the VE vs MAP tables properly. PE RPM tables, PE TEMP tables Crank VE and Ignition MAX TORQUE (torque management)
SkullV... I didn't mean to cause craziness here, just merely pointing out in my experience, CATS and headers were the most influential in the dyno numbers.
I guess I shouldn't have rambled on...
Thanks for clarifying though.
Cheers
I wasnt aware that there were AUTO CTS-Vs... hence remove the Torque Management
The AC comes on when you are doing a dyno run, it sure will change your numbers, and since 100% is the border line, it may as in MAY be possible. (I prefer to MAKE SURE it DOESNT COME ON, that was my intention)
I dont have the luxury of getting 93 octane here.
I meant tuning the VE vs MAP tables properly. PE RPM tables, PE TEMP tables Crank VE and Ignition MAX TORQUE (torque management)
SkullV... I didn't mean to cause craziness here, just merely pointing out in my experience, CATS and headers were the most influential in the dyno numbers.
I guess I shouldn't have rambled on...
Thanks for clarifying though.
Cheers
Last edited by vmapper; 08-30-2009 at 03:50 PM.
08-30-2009, 03:57 PM
#24
By choice? last time i checked (today, i pulled out my .LS1, efilive and dyno runs my stock run vs my tune was a difference of 28.0 RWHP and 26.2 RWTq. 100% stock
26.47 in HCg.
0.19 Vapor pressure
62.7°F intake
Correction Factor 1.12 SAE
So I guess your right... 30 is too much to ask... my bad.
26.47 in HCg.
0.19 Vapor pressure
62.7°F intake
Correction Factor 1.12 SAE
So I guess your right... 30 is too much to ask... my bad.
08-30-2009, 04:48 PM
#25
By choice? last time i checked (today, i pulled out my .LS1, efilive and dyno runs my stock run vs my tune was a difference of 28.0 RWHP and 26.2 RWTq. 100% stock
26.47 in HCg.
0.19 Vapor pressure
62.7°F intake
Correction Factor 1.12 SAE
So I guess your right... 30 is too much to ask... my bad.
26.47 in HCg.
0.19 Vapor pressure
62.7°F intake
Correction Factor 1.12 SAE
So I guess your right... 30 is too much to ask... my bad.
08-30-2009, 08:42 PM
#28
I was telling him what YOU were talking about. Misunderstanding! I agree with you that 30hp out of a stocker with a tune is very unrealistic!
09-02-2009, 07:32 PM
#29
So poor user ability doesnt bother me what so ever. Timing is at a barely drivable app 31° advance.
I like to see what the limits are and have the ability to do runs all day on the dynojet.
Im not here to argue. I was a member of the orig LS1.com and quit threading for years.
Last edited by vmapper; 09-02-2009 at 07:45 PM.
