advise on ls1-edit plz
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From: kuwait
advise on ls1-edit plz What is the best thing can i do with the LS1-Edit on corvette 1997 A4 with Magnuson supercharger, S2 heads and cam that can give me best hp ?
How can i change the rev limites and should i change ( by gear and by temp ) and what I must change it to give me more hp ?
Thanks
Adnan
How can i change the rev limites and should i change ( by gear and by temp ) and what I must change it to give me more hp ?
Thanks
Adnan
Once your hardware is set, about all you have to play
with is air/fuel ratio (pointwise) and spark advance.
Though certain peripheral issues like engine temperature
control play into what you can get away with, and the
final selection of Roots pulleys depends on whether you
are detonating at your best-tuned current bost or not,
and so on.
It's a pretty wide-open question from an unknown start.
I think the Magnuson is also just starting to be used on
'Vettes so you may not find a whole lot of ready teachers.
Maybe you will have to become one instead.
Do you have any means of knowing what your engine
performance is, quantitatively, and where do you feel it's
short? Do you have a wideband unit to accurately judge
mixture? Really it's your AutoTAP / EFILive results that
should drive your adjusting.
One thing I would suggest is ditching the SLP MAF and
picking up a late model Z06 unit. This is because you have
a prayer of getting a good '02 Z06 MAF table data snippet
from somebody, but noone knows the SLP MAF's true (forget
"Calibrated for LS-1") flow/frequency profile and that's
something you don't want in your tuning, mysteries. A
Z06 MAF and a matching MAF table I think is best for you.
Then I'd go after getting the fueling right, starting with
whether you have upped injector size (if so scale for it).
The fuel system should be watched on the dyno (if you
are going to use that as your quantitative feedback)
to be sure no bad fade is happening. If it is holding up then
I guess you tune IFR table for sensible LTFT results and
apply the same flow scale evenly, then go to the PE vs RPM
to apply WOT enrichment curve as needed to get the right
AFR (by wideband) and then tweak in as much spark as
makes sense (by KR).
with is air/fuel ratio (pointwise) and spark advance.
Though certain peripheral issues like engine temperature
control play into what you can get away with, and the
final selection of Roots pulleys depends on whether you
are detonating at your best-tuned current bost or not,
and so on.
It's a pretty wide-open question from an unknown start.
I think the Magnuson is also just starting to be used on
'Vettes so you may not find a whole lot of ready teachers.
Maybe you will have to become one instead.
Do you have any means of knowing what your engine
performance is, quantitatively, and where do you feel it's
short? Do you have a wideband unit to accurately judge
mixture? Really it's your AutoTAP / EFILive results that
should drive your adjusting.
One thing I would suggest is ditching the SLP MAF and
picking up a late model Z06 unit. This is because you have
a prayer of getting a good '02 Z06 MAF table data snippet
from somebody, but noone knows the SLP MAF's true (forget
"Calibrated for LS-1") flow/frequency profile and that's
something you don't want in your tuning, mysteries. A
Z06 MAF and a matching MAF table I think is best for you.
Then I'd go after getting the fueling right, starting with
whether you have upped injector size (if so scale for it).
The fuel system should be watched on the dyno (if you
are going to use that as your quantitative feedback)
to be sure no bad fade is happening. If it is holding up then
I guess you tune IFR table for sensible LTFT results and
apply the same flow scale evenly, then go to the PE vs RPM
to apply WOT enrichment curve as needed to get the right
AFR (by wideband) and then tweak in as much spark as
makes sense (by KR).
Last edited by jimmyblue; Mar 23, 2004 at 02:40 PM.
