Tuning tips for ported manifolds and TBs
Tuning tips for ported manifolds and TBs Tuning tips for ported manifolds and TBs.
A few tuning tips for manifolds and ported TBs. We have found these specs to help bring out the most from the manifolds and TBs in LS2/3/4/7/9 vehicles. Throttle response
will be greatly improved and the vehicle will have much more of a "torquey" feel through the bottom end and mid range. There is a very remote chance that those of you with ported TB's may set codes, but in the event that you do: these codes should be addressed see HPT1:
It is not detrimental to delete these codes whatsoever. If you have a tuned vehicle and are adding a ported intake and TB, many times you may need to retard timing in order to get the most power out of the vehicle. The denser the air charge the less spark that is necessary in order to achieve best power and the less likely to knock. We also highly recommend thoroughly cleaning all the oil out of the intake ports of the cylinder heads in order to run a more aggressive tune, as any oil in the induction greatly increases the likeliness of spark knock.
If you are using HP tuners here are a few tables we would suggest you or your tuner modify.
Codes and airflow parameters :
Engine Diagnostics> General> Diagnostic test P101.106,121 and P0068 (screen shot HPT1)
disabling certain airflow vs TPS parameters/ tests
Engine> Spark Control> Spark Advance> High Octane (screen shot HPT2)
High load low RPM timing addition better for lower end Tq
Engine> Fuel Control> power enrich > PE enable (screen shot HPT3)
Lowering Thresholds for PE fueling in the RPM and set enrichment rate to 2.0
Engine> Spark control> spark retard> Burst Knock> Base vs cyl air delta (Set burst knock to 1 and 2 in last cells or 0 thru in FI applications)
Engine> Airflow > Electronic Throttle> Area opening limits (Screen shot HPT4)
set to 100%:
We always recommend tuning the Speed density map if the vehicle has one as well as the MAF table to get the best overall tq from the vehicle. Of course getting the RIGHT
amount of spark in there can make all the difference in the world; more is not always better. If you are filling the cylinder worse (big cam) at a lower RPM more timing CAN help.
If you are filling the cylinder greater at higher rpm (FAST manifold) less timing generally is best.
A few tuning tips for manifolds and ported TBs. We have found these specs to help bring out the most from the manifolds and TBs in LS2/3/4/7/9 vehicles. Throttle response
will be greatly improved and the vehicle will have much more of a "torquey" feel through the bottom end and mid range. There is a very remote chance that those of you with ported TB's may set codes, but in the event that you do: these codes should be addressed see HPT1:
It is not detrimental to delete these codes whatsoever. If you have a tuned vehicle and are adding a ported intake and TB, many times you may need to retard timing in order to get the most power out of the vehicle. The denser the air charge the less spark that is necessary in order to achieve best power and the less likely to knock. We also highly recommend thoroughly cleaning all the oil out of the intake ports of the cylinder heads in order to run a more aggressive tune, as any oil in the induction greatly increases the likeliness of spark knock.
If you are using HP tuners here are a few tables we would suggest you or your tuner modify.
Codes and airflow parameters :
Engine Diagnostics> General> Diagnostic test P101.106,121 and P0068 (screen shot HPT1)
disabling certain airflow vs TPS parameters/ testsEngine> Spark Control> Spark Advance> High Octane (screen shot HPT2)
High load low RPM timing addition better for lower end TqEngine> Fuel Control> power enrich > PE enable (screen shot HPT3)
Lowering Thresholds for PE fueling in the RPM and set enrichment rate to 2.0Engine> Spark control> spark retard> Burst Knock> Base vs cyl air delta (Set burst knock to 1 and 2 in last cells or 0 thru in FI applications)
Engine> Airflow > Electronic Throttle> Area opening limits (Screen shot HPT4)
set to 100%:We always recommend tuning the Speed density map if the vehicle has one as well as the MAF table to get the best overall tq from the vehicle. Of course getting the RIGHT
amount of spark in there can make all the difference in the world; more is not always better. If you are filling the cylinder worse (big cam) at a lower RPM more timing CAN help.
If you are filling the cylinder greater at higher rpm (FAST manifold) less timing generally is best.
