Taz34SS

iTrader: (2)

• P1544 - A/C Refrigerant Condition Very Low
• P1545 - Air Conditioning (A/C) Clutch Relay Control Circuit
• P1546 - A/C Clutch Status Circuit Low Voltage
• P1547 - A/C System Performance Degraded
• P1548 - A/C Recirculation Circuit
• P1551 - Throttle Valve Rest Position Not Reached During Learn
• P1554 - Cruise Control Feedback Circuit
• P1555 - Electronic Variable Orifice Output
• P1558 - Cruise Control Servo Indicates Low
• P1559 - Cruise Control Power Management Mode
• P1560 - Transaxle Not in Drive - Cruise Control Disabled
• P1561 - Cruise Vent Solenoid
• P1562 - Cruise Vacuum Solenoid
• P1563 - Cruise Vehicle Speed/Set Speed Difference Too High
• P1564 - Vehicle Acceleration Too High - Cruise Control Disabled
• P1565 - Cruise Servo Position Sensor
• P1566 - Engine RPM Too High - Cruise Control Disabled
• P1567 - Active Banking Control Active - Cruise Control Disabled
• P1568 - Cruise Servo Stroke Greater than Commanded in Cruise
• P1569 - Cruise Servo Stroke High While not in Cruise
• P1570 - Traction Control Active - Cruise Control Disabled
• P1571 - Traction Control Torque Request Circuit
• P1572 - ASR Active Circuit Low Too Long
• P1573 - PCM/EBTCM Serial Data Circuit
• P1574 - Stoplamp Switch Circuit
• P1575 - Extended Travel Brake Switch Circuit
• P1576 - BBV Sensor Circuit High Voltage
• P1577 - BBV Sensor Circuit Low Voltage
• P1578 - BBV Sensor Circuit Low Vacuum
• P1579 - P/N to D/R at High Throttle Angle - Power Reduction Mode Active
• P1580 - Cruise Move Circuit Low Voltage
• P1581 - Cruise Move Circuit High Voltage
• P1582 - Cruise Direction Circuit Low Voltage
• P1583 - Cruise Direction CircuitHigh Voltage
• P1584 - Cruise Control Disabled
• P1585 - Cruise Control Inhibit Output Circuit
• P1586 - Cruise Control Brake Switch 2 Circuit
• P1587 - Cruise Control Clutch Control Circuit Low
• P1588 - Cruise Control Clutch Control Circuit High
• P1599 - Engine Stall or Near Stall Detected
• P1600 - TCM Internal Watchdog Operation
• P1601 - Serial Comm. Problem With Device 1
• P1602 - Knock Sensor (KS) Module Performance
• P1603 - Loss of SDM Serial Data
• P1604 - Loss of IPC Serial Data
• P1605 - Loss of HVAC Serial Data
• P1606 - Serial Communication Problem With Device 6
• P1607 - Serial Communication Problem With Device 7
• P1608 - Serial Communication Problem With Device 8
• P1609 - Loss Of TCS Serial Data
• P1610 - Loss of PZM Serial Data
• P1611 - Loss of CVRTD Serial Data
• P1612 - Loss of IPM Serial Data
• P1613 - Loss of DIM Serial Data
• P1614 - Loss of RIM Serial Data
• P1615 - Loss of VTD Serial Data
• P1617 - Engine Oil Level Switch Circuit
• P1619 - Engine Oil Life Monitor Reset Circuit
• P1620 - Low Coolant Circuit
• P1621 - Control Module Long Term Memory Performance
• P1622 - Cylinder Select
• P1623 - Transmission Temp Pull-Up Resistor
• P1624 - Customer Snapshot Requested - Data Available
• P1625 - TCM System Reset
• P1626 - Theft Deterrent Fuel Enable Signal Not Received
• P1627 - A/D Performance
• P1628 - ECT Pull-Up Resistor
• P1629 - Theft Deterrent System - Cranking Signal
• P1630 - Theft Deterrent Learn Mode Active
• P1631 - Theft Deterrent Start Enable Signal Not Correct
• P1632 - Theft Deterrent Fuel Disable Signal Received
• P1633 - Ignition 0 Switch Circuit
• P1634 - Ignition 1 Switch Circuit
• P1635 - 5 Volt Reference Circuit
• P1636 - PCM Stack Overrun
• P1637 - Generator L-Terminal Circuit
• P1638 - Generator F-Terminal Circuit
• P1639 - 5 Volt Reference 2 Circuit
• P1640 - Driver-1-Input High Voltage
• P1641 - Malfunction Indicator Lamp (MIL) Control Circuit
• P1642 - Vehicle Speed Output Circuit
• P1643 - Engine Speed Output Circuit
• P1644 - Traction Control Delivered Torque Output Circuit
• P1645 - Evaporative Emission (EVAP) Vent Solenoid Contorl Circuit
• P1646 - Evaporative Emission (EVAP) Vent Solenoid Control Circuit
• P1647 - Driver 1 Line 7
• P1650 - Control Module Output B Circuit
• P1651 - Fan 1 Relay Control Circuit
• P1652 - Powertrain Induced Chassis Pitch Output Circuit
• P1653 - Oil Level Lamp Control Circuit
• P1654 - Cruise Control Inhibit Output Circuit
• P1655 - EVAP Purge Solenoid Control Circuit
• P1656 - Driver 2 Line 6
• P1657 - 1-4 Upshift Solenoid Control Circuit
• P1658 - Starter Enable Relay Control Circuit
• P1660 - Cooling Fan Control Circuits
• P1661 - MIL Control Circuit
• P1662 - Cruise Lamp Control Circuit
• P1663 - Oil Life Lamp Control Circuit
• P1664 - 1-4 Upshift Lamp Control Circuit
• P1665 - Driver 3 Line 5
• P1666 - Driver 3 Line 6
• P1667 - Reverse Inhibit Solenoid Control Circuit
• P1669 - ABS Unit Expected
• P1670 - Driver 4
• P1671 - Driver 4 Line 1
• P1672 - Low Engine Oil Level Lamp Control Circuit
• P1673 - Engine Hot Lamp Control Circuit
• P1674 - Tachometer Control Circuit
• P1675 - EVAP Vent Solenoid Control Circuit
• P1676 - Driver 4 Line 6
• P1677 - Driver 4 Line 7
• P1680 - Driver 5 (ECU Malfunction)
• P1681 - Driver 5 Line 1
• P1682 - Driver 5 Line 2
• P1683 - Driver 5 Line 3
• P1684 - Driver 5 Line 4
• P1685 - Driver 5 Line 5
• P1686 - Driver 5 Line 6
• P1687 - Driver 5 Line 7
• P1689 - Delivered Torque Circuit Fault
• P1690 - ECM Loop Overrun
• P1691 - Coolant Gage Circuit Low Voltage
• P1692 - Coolant Gage Circuit High Voltage
• P1693 - Tachometer Circuit Low Voltage
• P1694 - Tachometer Circuit High Voltage
• P1695 - Remote Keyless Entry Circuit Low
• P1696 - Remote Keyless Entry Voltage High
• P1700 - Transmission Control Module (TCM) Requested MIL Illumination
• P1701 - Trans. MIL Request Circuit
• P1705 - P/N Signal Output Circuit
• P1719 - Incorrect Shifting Detected (TCM)
• P1740 - Torque Reduction Signal Circuit
• P1743 - TP Signal from ECM
• P1760 - TCM Supply Voltage Interrupted
• P1779 - Engine Torque Delivered to TCM Signal
• P1780 - Park/Neutral Position [PNP] Switch Circuit
• P1781 - Engine Torque Signal Circuit
• P1790 - Transmission Control Module Checksum
• P1791 - Transmission Control Module Loop
• P1791 - Throttle/Pedal Position Signal (2000+)
• P1792 - Transmission Control Module Reprogrammable Memory
• P1792 - ECM to TCM Engine Coolant Signal
• P1793 - Transmission Control Module Stack Overrun
• P1793 - Wheel Speed Signal (2000+)
• P1795 - CAN Bus - Throttle Body Position
• P1800 - TCM Power Relay Control Circuit
• P1801 - Performance Selector Switch Failure
• P1804 - Ground Control Relay
• P1810 - TFP Valve Position Switch Circuit
• P1811 - Maximum Adapt and Long Shift
• P1812 - Transmission Over Temperature Condition
• P1813 - Torque Control
• P1814 - Torque Converter Overstressed
• P1815 - Transmission Range Switch - Start In Wrong Range
• P1816 - TFP Valve Position Sw. - Park/Neu. With Drive Ratio
• P1817 - TFP Valve Position Sw. - Reverse With Drive Ratio
• P1818 - TFP Valve Position Sw. - Drive Without Drive Ratio
• P1819 - Internal Mode Switch - No Start\Wrong Range
• P1820 - Internal Mode Switch Circuit A Low
• P1822 - Internal Mode Switch Circuit B High
• P1823 - Internal Mode Switch Circuit P Low
• P1825 - Internal Mode Switch - Invalid Range
• P1826 - Internal Mode Switch Circuit C - High
• P1831 - Pressure Control (PC) Solenoid Power Circuit - Low Voltage
• P1832 - Pressure Control (PC)/Shift Lock Solenoid Control Circuit High Voltage
• P1833 - A/T Solenoids Power Circuit - Low Voltage
• P1834 - Torque Converter Clutch (TCC)/Shift Solenoid (SS) Control Circuit High Voltage
• P1835 - Kick-Down Switch Circuit
• P1836 - Kick-Down Switch Failed Open
• P1837 - Kick-Down Switch Failed Short
• P1842 - 1-2 Shift Solenoid Circuit Low Voltage
• P1843 - 1-2 Shift Solenoid Circuit High Voltage
• P1844 - Torque Reduction Signal Circuit Desired By TCM
• P1845 - 2-3 Shift Solenoid Circuit Low Voltage
• P1847 - 2-3 Shift Solenoid Circuit High Voltage
• P1850 - Brake Band Apply Solenoid Circuit
• P1851 - Brake Band Apply Solenoid Performance
• P1852 - Brake Band Apply SolenoidLow Voltage
• P1853 - Brake Band Apply Solenoid High Voltage
• P1860 - TCC PWM Solenoid Circuit Electrical
• P1864 - Torque Converter Clutch Circuit
• P1865 - 4-5 Shift Solenoid (SS) Valve Control Circuit High Voltage

Taz34SS

iTrader: (2)

• P1866 - Torque Converter Clutch (TCC) Pulse Width Modulation (PWM) Solenoid Control Circuit Low Voltage
• P1867 - Torque Converter Clutch (TCC) Pulse Width Modulation (PWM) Solenoid Control Circuit High Voltage
• P1868 - Transmission Fluid Life
• P1870 - Transmission Component Slipping
• P1871 - Undefined Gear Ratio
• P1873 - TCC Stator Temp. Switch Circuit Low
• P1874 - TCC Stator Temp. Switch Circuit High
• P1875 - 4WD Low Switch Circuit Electrical
• P1884 - TCC Enable/Shift Light Circuit
• P1886 - Shift Timing Solenoid
• P1887 - TCC Release Switch Circuit
• P1890 - ECM Data Input Circuit
• P1890 - Throttle Position Signal Input
• P1891 - Throttle Position Sensor PWM Signal Low
• P1892 - Throttle Position Sensor PWM Signal High
• P1893 - Engine Torque Signal Low Voltage
• P1894 - Engine Torque Signal High Voltage
• P1895 - TCM to ECM Torque Reduction Circuit
• P2008 - Intake Manifold Runner Control (IMRC) Solenoid Control Circuit
• P2009 - Intake Manifold Runner Control (IMRC) Solenoid Control Circuit Low Voltage
• P2010 - Intake Manifold Runner Control (IMRC) Solenoid Control Circuit High Voltage
• P2066 - Fuel Level Sensor 2 Performance
• P2067 - Fuel Level Sensor 2 Circuit Low Voltage
• P2068 - Fuel Level Sensor 2 Circuit High Voltage
• P2096 - Post Catalyst Fuel Trim System Low Limit
• P2097 - Post Catalyst Fuel Trim System High Limit
• P2098 - Post Catalyst Fuel Trim System Low Limit
• P2099 - Post Catalyst Fuel Trim System High Limit
• P2100 - Throttle Actuator Control (TAC) Motor Control Circuit
• P2101 - Control Module Throttle Actuator Position Performance
• P2105 - Throttle Actuator Control (TAC) System - Forced Engine Shutdown
• P2107 - Throttle Actuator Control (TAC) Module Internal Circuit
• P2108 - Throttle Actuator Control (TAC) Module Performance
• P2119 - Throttle Closed Position Performance
• P2120 - Accelerator Pedal Position (APP) Sensor 1 Circuit
• P2121 - Accelerator Pedal Position (APP) Sensor 1 Performance
• P2122 - Accelerator Pedal Position (APP) Sensor 1 Circuit Low Voltage
• P2123 - Accelerator Pedal Position (APP) Sensor 1 Circuit High Voltage
• P2125 - Accelerator Pedal Position (APP) Sensor 2 Circuit
• P2127 - Accelerator Pedal Position (APP) Sensor 2 Circuit Low Voltage
• P2128 - Accelerator Pedal Position (APP) Sensor 2 Circuit High Voltage
• P2135 - Throttle Position (TP) Sensor 1-2 Correlation
• P2138 - Accelerator Pedal Position (APP) Sensor 1-2 Correlation
• P2176 - Minimum Throttle Position Not Learned
• P2500 - Generator L-Terminal Circuit Low Voltage
• P2501 - Generator L-Terminal Circuit High Voltage
• P2535 - Ignition 1 Switch Circuit High Voltage (PCM)
• P2610 - ECU Malfunction
• P2763 - Short to voltage in the TCC Solenoid
• P2764 - Open or Short to ground in the TCC PWM solenoid valve circuit
• P2A00 - HO2S Circuit Closed Loop (CL) Performance Bank 1 Sensor 1 (PCM)
• P2A01 - HO2S Circuit Closed Loop (CL) Performance Bank 1 Sensor 2 (PCM)
• P3000 - Hacking AWH Data

Taz34SS

iTrader: (2)

All cars have a loss

303 total HP on your car
x.2 = 60.6
So at the front, you are only putting down 242.2

TiredGXP

iTrader: (2)

I am on the advanced view.

It's obvious that not all DTCs are showing up in HPT, but that makes sense, as not all items will necessarily be relevant to each engine/calibration. (although we have a shitload of irrelevant DTCs showing up but turned off anyway).

May depend on the year/OS as well - I have the 05 with an E40 ECM - Newer engines with the E67 (07 and up?) may require different DTCs to be active.

TiredGXP

iTrader: (2)

Nighthand, do you have a dyno chart you can post? It might tell us a bit about the discrepancy between the torque and HP numbers.

Wtq number seems pretty strong (didn't you say it was somewhere around 350, which indicates ~ 430 at the crank). The power number seems suspiciously low compared to that torque number, unless the torque is dying off at high rpm. Since the LS2 pulls strong to 6500, something else has to be happening - fuel or spark are way off, valves are floating (you did upgrade valve springs right), or you've hit the flow limit of the crappy intake manifold they put on this engine.

Taz34SS

iTrader: (2)

Yeah, I think your right. My car is an 07 with the new ECM.

But even my 04 Monte SS had those codes with HP.

nighthand

I will try to get these sheets scanned in when I get home this afternoon. And yeah, it shows 360 torque on the sheet (adjusted for the 10% would be 396 wtq).

It will definitely light up the tires.

I did change the springs.

When I have been attempting to tune myself, I keep showing like -50 on all my LTFT values. I have to log some more after the tune, but I think I am still somewhere around there.

He did say something that I did not really understand: the car runs off the MAF sensor so making adjustments to the LTFTs is not really changing anything. Is this true? Should I be changing this? (Can I change this?)

Taz34SS

iTrader: (2)

yes and yes, you can change the HZ rate of the MAF.

TiredGXP

iTrader: (2)

-50, huh

Sounds like a scanner issue. Do not use the LTFT sensor, as that pulls data from both bank 1 and bank 2 and averages them. When scanning using fuel trims, use the PID for bank 1 only, as that is the only one that actually sends data to the sensor.

When I tuned using fuel trims, I disabled the LTFT and just went off the STFT (you don't have to drive around for a few days to let the LTFT's relearn, so it goes quicker. Make sure you reset the trims using the scanner controls, or the previous LTFT's will still be there.)

You really should use a wideband instead of fuel trims though - it lets you tune in all rev/load conditions, whereas fuel trims don't give you the data you need when PE is active.

Sounds like your tuner was BSing you on the MAF/fuel trim thing.

There are two main things you need to tune air/fuel wise. If you have a VE table, disable the MAF and get the VE table close (used primarily below 3600 rpm and at throttle transitions - the ECM also uses it as a sanity check on the MAF.) This is an iterative process, make sure the engine is at normal operating temp and drive smoothly - no mashing the gas pedal - on each tuning run.

Then re-enable the MAF and tune it. As Taz said, the MAF table shows airflow versus Hz (output frequency). If you have positive fuel trims, then the ECM is adding fuel - there is more airmass entering the engine than the MAF table shows, so you have to add airflow to the MAF table (same % as the fuel trim or AFR% error).

There's some real good tuning guides in the stickies on the HPT site - spend a few hours reading through them.

Taz34SS

iTrader: (2)

All this talk about HP and TQ makes me want to get that TURBO kit ASAP

nighthand

I actually have a wideband in the car, I just need to run the wires from the wideband box to the MVPI.

Taz34SS

iTrader: (2)

Good idea. You should if you do have the WB to test your O2's and dial them in.

nighthand

I am having technical issues with my scanner (it's a piece of junk). I hope to have them resolved this afternoon.

Wife has my laptop for today, so won't be able to do much changing until tomorrow (not to mention it is raining here today anyway).

I also need to get off my rear, head to Radio Shack and get some wire to run from the PLX box to my MVPI.

nighthand

I should have scans up tonight. I also got my wideband scanner fixed (not the hookup, I hope to get that tonight as well), but the gauge reading. I am showing between 14.5 and 15+.

One other thing. I double checked the printout and the torque is showing as 340, not 360 (which converts to 374 wtq).

However, I found a lot of stuff on the web stating the dyno dynamics should be multipled by 1.18 to get the "regular" reading. Is this correct? If so, my numbers come out to 304 whp, 401 wtq (still big difference in hp/tq).

nighthand

Hope this works...

CardinalsRed

time to take it to the track

06 SS

There's your answer on the torque reading. The peak is right where the brake stall starts. The torque reading is false due to the converter. Look near the published torque peak right after the stall catches up. eyeballs (to me) at about 272 lb-ft @4400 or so.

Nacho SS

iTrader: (4)

Winner.

TiredGXP

iTrader: (2)

Agreed.

nighthand

Does not seem like we are gaining much (if anything) by swapping out the cam at this point. Maybe with other mods (like an intake, injectors, etc) it will matter.