Pegged LS2 MAF
Thanks, I guess I'm not sure what to scale to reduce the frequency.
Could you point me to the right table to start and I can probably get it from there. Sorry, noob on tuning.
I appreciate the help!
Could you point me to the right table to start and I can probably get it from there. Sorry, noob on tuning.
I appreciate the help!
Launching!
Joined: Oct 2012
Posts: 258
Likes: 0
From: Canada
If you have HP Tuners everything you need to do this is on their site. If you want the video version, then get "The Tuning School" DVD's. Not only will that cover what you are after, it will teach you much, much more to boot! If I were you I would install the "card style" MAF in a 4" tube and get the honeycomb from saxton. This way you are not scaling anything, and will keep resolution. Scaling will have an effect on that
FormerVendor
Joined: Nov 2012
Posts: 390
Likes: 0
From: Dyno Tuning in KY
There is nothing you can do to reduce or scale the frequency without physically adding in resistors in the MAF to report less frequency.
Best bet is to step up to a LS3/7 card MAF in a larger diameter pipe to keep the frequency to airflow count down.
Once you hit the airflow limit in the ECM you can then scale the injector size along with all the airflow tables to regain headroom in the airflow dept.
Best bet is to step up to a LS3/7 card MAF in a larger diameter pipe to keep the frequency to airflow count down.
Once you hit the airflow limit in the ECM you can then scale the injector size along with all the airflow tables to regain headroom in the airflow dept.
It would be easier to go to larger diameter maf like posted earlier if you're not that familiar with tuning.
Trending Topics
Thank you, that was my understanding. So is there a base curve available for the ls3/ls7 card in a tube? I assume it highly depends on the tube used and data for a ls3/ls7 car wouldn't work? Or does any 4" tube get close to the factory numbers?
There is nothing you can do to reduce or scale the frequency without physically adding in resistors in the MAF to report less frequency.
Best bet is to step up to a LS3/7 card MAF in a larger diameter pipe to keep the frequency to airflow count down.
Once you hit the airflow limit in the ECM you can then scale the injector size along with all the airflow tables to regain headroom in the airflow dept.
Best bet is to step up to a LS3/7 card MAF in a larger diameter pipe to keep the frequency to airflow count down.
Once you hit the airflow limit in the ECM you can then scale the injector size along with all the airflow tables to regain headroom in the airflow dept.
LS1 Tech Stories
The Best V8 Stories One Small Block at Time
Topdon ONE vs. Artidiag 800 BT2: Which is the Diagnostic Tablet For You?
Pouria Savadkouei
Gas Monkey Built a 6-Wheel Ferrari Testarossa With a Corvette LT4 Engine
Verdad Gallardo
7 Most Reliable High-Performance Engines GM Has Ever Built
Verdad Gallardo
Amazing '71 Camaro Restomod Is Modern Muscle Car Under the Skin
Verdad Gallardo
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Pouria Savadkouei
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Verdad Gallardo
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Pouria Savadkouei
Top 10 Most Powerful Chevy Trucks Ever Made!
Hennessey's New Supercharged Silverado ZR2 Has 700 HP
Verdad Gallardo I start off with data from a stock ls3 tune and then adjust it for the vehicle. If you look at a ls3 tune from a camaro or vette the tables are almost identical to your ctsv. You'll need to adjust the maf frequency, IAT ohms axis, and IAT scaling. The stock ls3 values will be close enough to get it running so you can tune for your setup.
Go to a 100mm MAF with the card style sensor. Then multiply your current MAF curve by 1.25 and check your trims. Tune MAF curve as you would with your stock MAF. Also make sure that your IAT sensor is reading correctly, if not you will need to modify the calibration table for it.
Awesome, thanks Matt. I have a new maf and 100mm tube coming. I'll use that a starting point for the curve. I already have the IAT broken out from the MAF so the temp shouldn't be a problem. I guess I need to check the wiring on this to make sure it doesn't get wired back in.
Go to a 100mm MAF with the card style sensor. Then multiply your current MAF curve by 1.25 and check your trims. Tune MAF curve as you would with your stock MAF. Also make sure that your IAT sensor is reading correctly, if not you will need to modify the calibration table for it.
Or just let it peg and adjust PE in those ranges. Thats how we use to do it years ago. I remember pegging MAF's at 3500rpm and running off PE. Some cars are still tuned like that.
FormerVendor
Joined: Nov 2012
Posts: 390
Likes: 0
From: Dyno Tuning in KY
Shew I don't trust relying on PE alone though. I personally rather the airflow model add the fuel like it's supposed to rather than raping the PE. I know it works and has worked on cars but swing altitude or weather one way or the other and it'll be off.
