Maggied LS6
#23
I don't know a lot but I thought SC engines could/should run a lower AFR number. From Magnuson "Each supercharger was finely tuned to a near-perfect 12:1 fuel/air ratio."
#24
#25
11.5-11.7 is a safe tune, 12.1 is where you make the highest numbers boosted...
Took that info off others baggerin on ls1tech.
Its really up to the end user, if they are happy with their afr then great.
I run 12.8 on my truck and 12.2 on my caddy.
Both are NA but one is 9.85 cr while the other is much higher...
Took that info off others baggerin on ls1tech.
Its really up to the end user, if they are happy with their afr then great.
I run 12.8 on my truck and 12.2 on my caddy.
Both are NA but one is 9.85 cr while the other is much higher...
#26
STOCK V2s run between 11 and 11.5 on better pistons with oil squirters. It is all a matter of choice but I don't see the increased power being worth the risk on a daily driver. Besides a little margin for error is a good thing (commanded AFR is not always the same as actual AFR).
If you are going to meth then you have to account for the difference in stoich for meth. Stoich ratio for meth is around 5.5:1. MUCH different than the 14.7 for gas or 14.13 for E10.
If you are going to meth then you have to account for the difference in stoich for meth. Stoich ratio for meth is around 5.5:1. MUCH different than the 14.7 for gas or 14.13 for E10.
#27
Originally Posted by Sssnake
STOCK V2s run between 11 and 11.5 on better pistons with oil squirters. It is all a matter of choice but I don't see the increased power being worth the risk on a daily driver. Besides a little margin for error is a good thing (commanded AFR is not always the same as actual AFR).
If you are going to meth then you have to account for the difference in stoich for meth. Stoich ratio for meth is around 5.5:1. MUCH different than the 14.7 for gas or 14.13 for E10.
If you are going to meth then you have to account for the difference in stoich for meth. Stoich ratio for meth is around 5.5:1. MUCH different than the 14.7 for gas or 14.13 for E10.
Which means more time dialin in the maf and injector flow, but ppl arent that patient and take shortcuts...
#28
You know every book i read states the commanded afr should reflect the actual afr.
Which means more time dialin in the maf and injector flow, but ppl arent that patient and take shortcuts...
Which means more time dialin in the maf and injector flow, but ppl arent that patient and take shortcuts...
Now you will likely come back with some post harping on the arbitrary 1% value that I picked. As stated, it is arbitrary. How close does AFR need to be? It depends upon what your target is. This brings it all back to my point, go with a more tolerant setting and enjoy miles and miles of great performance. Go with a less tolerant setting and have a small error in the tune or with the engine and have fun rebuilding your engine.
#30
Charles is the man when it comes to this. He's spent a lot of time on fueling and is pretty much the go to guy for fuel systems for our cars.
For an LS6 to be at 12.3 AFR at the top of its rev range on boost tells me there was probably no MAF tuning done, as the OE tune leans out at 6k RPM. This is what I normally see when the PE is manipulated in an attempt to get a desired AFR.
OP's car may run like this forever. Or, if he does a long 4th gear pull it might pop, which would be my concern.
I'd stick to second gear pulls for the time being, OP.
For an LS6 to be at 12.3 AFR at the top of its rev range on boost tells me there was probably no MAF tuning done, as the OE tune leans out at 6k RPM. This is what I normally see when the PE is manipulated in an attempt to get a desired AFR.
OP's car may run like this forever. Or, if he does a long 4th gear pull it might pop, which would be my concern.
I'd stick to second gear pulls for the time being, OP.
#40
Tuner has the car showing low 11s all the way to redline. Feels like this may have cost me a couple hp, no big deal if it means a longer life for my motor. Turned the fans to come on at 185°. And got it running smoother down low buy putting a nitrous pill in the tube coming from the throttle body.
One thing I've noticed on occasion, with traction and stability off (press and hold for 5 sec), in first gear, under full acceleration (usually lots of tire spinning with this), the power will cut out like traction control is on. And then come right back. Maybe 1 out of 10 times. And it's been up around 5k or 6k rpm. Is this a tune issue? Belt slip? Idk what's going on... any ideas? This was noticed before the tuning adjustments were recently made.
One thing I've noticed on occasion, with traction and stability off (press and hold for 5 sec), in first gear, under full acceleration (usually lots of tire spinning with this), the power will cut out like traction control is on. And then come right back. Maybe 1 out of 10 times. And it's been up around 5k or 6k rpm. Is this a tune issue? Belt slip? Idk what's going on... any ideas? This was noticed before the tuning adjustments were recently made.