izcain

Hi guys,
I am new here and just got my 05 CTS-V home from purchasing. HaD the car shipped here from several states away.

Car has a set of long tubes 1 3/4, muffler delete, and a maggie with 2.7 pulley (about 8.5 pounds) along with a CAI it was dyno tuned by a shop that will remain unnamed until I have someone review this tune.

I have EFI Live (done alot of my duramax) and I just pulled the tune tonight to take a look and some stuff appears off to me. I was wondering if I could maybe bend someones ear a little on here and send them the tune just to take a look at. I just want to make sure that it is safe. I will be hooking up my WBO2 here in a couple of days and doing a log but I would like someone to look at it first. Car seems to drive fine and I don't hear any ping or whatnot.

The spark tables seems ok to me but the main VE seems untouched compared to a stock table and there other things.

Thanks ahead of time for any information!

This forum seems to have a lot of good people on here!

If someone could take a look please pm me and I will be happy to e-mail them the file. Also willing to compensate if someone is able to work with me on tuning!

outkast6991

iTrader: (34)

send a pm to BLK02WS6.

Slowhawk

iTrader: (12)

If it's running as stock 1 bar MAP the VE will be mostly stock.

izcain

I believe it is useing the stock MAP sensor.

Maf flow values appear to have been changed. Is this what they call Maf only tuning?

wait4me

iTrader: (10)

Correct, with a 1 bar map sensor, the boosted side of things have to be adjusted with the MAF sensor calibration, as the computer wont know if you are making 1lb or 20. This is why some/most shops change over to a 2 bar map and operating system.

As for Ve, it should still be close as long as no camshaft or engine internal mod has been done that changes the NON BOOSTED side of the engine. So, most people leave it stock or just slight tweaks to take up for the loss in horsepower from rotational mass/parasitic losses from the blower.

The goal here is simple, No kr, and air fuel ratios in the 11s at full throttle. Your car is fairly stock from the sound of it, so it shouldn't have been to difficult.

Log for kr, if it does, pull some timing in that area.
If it is lean, or rich, log the MAF frequency,air fuel wideband, and kpa and build a map that shows what the air fuel is at every frequency, then do the % error fix in that cell on the tune. For example if at 6700hz is 10.3 and you want 11.5af, then multiply the value in that cell by -15% and it should be at your target next pull.

izcain

With Maf only tuning does this create problems for lean tip in? just curious

So does it use the main Ve table and then add a percentage from the MAF value is that how that is? Sorry for the newbie questions

I have an LC-1 on order as well as a boost guage so I can get them mounted and see where this tune is at.

So if out of boost and things look lean do you still modify the MAF table or do you work in the ve table? just curious

I may just put my fast WBO2 gauge on it to see this weekend so I dont have to wait for lc-1 to at least know where the afr is at!

izcain

I think I will try to do a log just to at least see the if it has any kr's

wait4me

iTrader: (10)

"out of boost" as you say, the computer should be in closed loop at this point, so there shouldn't be a "lean" condition, as the computer "Should" compensate based on feedback it sees from the front o2 sensors.

from 4000RPM down, the computer is in low speed dynamic mode which uses a blend of ve and maf, but it is easy to add to the maf. When fast transition, it uses less Ve. However, you as the tuner can do it any way you want as long as your goal is achieved. There are more than one ways around any thing in the tuning world.

wait4me

iTrader: (10)

If you post the tune, I can point out anything that stands out, but it is probably going to be close if you aren't having any drivability issues.

izcain

Ok guys here is the tune.

The only thing I have noticed is that the idle likes to hang a little bit and not come right down right away. It's not very noticable but to me I can tell.

Car was supposed to have put down 467hp/ 427tq on a Mustang dyno

wait4me

iTrader: (10)

Looks like just a bit 2 much timing on table b5908 after 5200rpms

B3644 needs to be moved to a value of 1.

Also, the pe mode table B3618 needs to be in the 11s, and then the maf transfer table needs to be adjusted to hit the 11s goal. It is asking for 12s right now.

The tune is set up to use NO ve table, it is bypassed to use only the mass air meter always.

As for your stumbling problem, I suggest adding .1 to the B4307 table. That should fix that.

The rest looks acceptable.

Slowhawk

iTrader: (12)

acceptable but room to make better.

izcain

I think just as a band aid I may change a couple of things and hook my fast WBO2 just to see what it reads. That way I can at least know if it is safe for a short time until I can get a full tune done.

Thanks for all the replies guys it's nice to know people are willing to help out! This is a great forum!

joecar

No; in your EFILive tunetool seach for B0120 (type B0120 (with uppercase B) in box and click Search)... for rpm above B0120 it uses MAF (mostly), and for rpm below B0120 it uses MAF for steady state air and VE for transient air; from either of MAF or VE it calculates cylinder airmass (you can log it).

Did you get FlashScan V2...? If you did get a FSV2, then it can read the LC-1 using serial comms (it requires a null-modem serial cable).

Your tune uses MAF only (B0120 is set to 100 rpm).

You could also feed the FAST WB analog signal to FSV2 so you can log it.

joecar

I usually set B3609 to all zeros.

izcain

Yes I do have a V2. Your saying the fast will work with it?

Does it require the null modem as well? Just curious if I would be able to make it work without other items or not.

wait4me

iTrader: (10)

That is a bad thing Joecar.

What you are doing is telling the computer that it should never try to go into power enrichment.

The values I like to use are .0001 or .1 or .01 ect... That way, the computer knows that in that amount of time, it is supposed to enter it.

By setting it to 0, the computer runs past the routine and ignores it until the rpms are hit from table B3610.

This is real apparent in trucks. I set them to .001 or .1 instead of the full second. It makes them feel a lot faster on transitions and passing power.
If you set it to 0 then it wont enter pe until the 3610 rpm.

Remember, just like shifting of a transmission, several things have to be hit before a shift. Well same thing for commanded air fuel ratios.

izcain

So this table doesn't really change the AFR at all then it just makes the transition from cruise to accell quicker?

izcain

The B5908 table looks like it is set to all zeros is this the table your saying to much timing? Or were you meaning to say the B5913 table?

What is the normal "safe timing number" for something like this?

What does changing the B3644 table to 1 accomplish?

Adding .1 to he 4307 table is adding more fuel or airflow? to bring the hanging rpms down right?

Adding to the B3618 table is adding fuel on acceleration then?

izcain

ok I know this is temporary but how does this look for getting things a bit safer for now?

Thanks again for all the input!

Took 3 degree of timing out of the high octane table and made the low octane 3-4 degree less then the high octane table.
Changed the PE to ask for mid to high 11's and added the .1 to the B4307 table



Thoughts?