proper injector data is step 1. Glad it's making progress. Only 98 pcms have secondary VE tables.

 

I guess so! I I'm guessing the previous setup for the tune was wrong from the get-go then, as it was scaled around 60 for the 60LBS injectors from when it was tuned on a dyno back in Texas in 2013, but I'm guessing it was not right, and just happen to get by fuel to it being a rear mount turbo before, but now that the turbo is upfront, it is changing everything that was from before,

AS for the PCM, this is a 98 ls1 with 98 PCM, but i don't see secondary VE in the menus. Learning something new every day on this thing.

 

So for a first time run, is this a typical VE table, or is it pretty clean? I see a lot of others out there that are significantly different and seem to be higher up in some regions? I know each engine is different, and as long as I don't have significant spikes or dips than I should be fine, but curious if this is going in the right direction.

As I log, do I get less data in the error log, or am I suppose to get stuff every time I log in the VE afr error?
Also, do I log and paste the spark advance in the same manner but pasting by multiplying by half or do I just trying adding 1 degree at a until I start seeing knock and then back those tables down? Obviously I'm not gonna mess with spark until I dial in my air and fuel first with boost.

 

so got several good runs with some decent data finally to play with. did three good runs with decent data. each got better than the other. What really helped was up the IFR up to about 76lbs/hr and i decided to double-check actual fuel pressure, come to find out, the fuel pressure gauge or sensor went to crap, cause when i went and stuck a manual gauge in the BRFPR, it was at 40psi! so I disconnected and plugged the reference line, and adjusted the pressure to 58psi, and then put the reference back on the regulator. so that made it run exceptionally better. Still getting spots of extremely rich but not nearly as often now, but WOT is still fighting me. Still got to 8psi finally on a 10lbs spring, so we are boosting, and the turbo is ridiculously responsive, nowhere near like the rear mount lol
Ive provided my 3 logs and 3 tunes applied. Is anyone willing to look them over and see if I'm on the right path?


Also, when i paste into the VE table, what's the preferred practice between smoothing and interpolate? i noticed that when i use interpolate in small sections if gets ride of red sections better than just smoothing. when should i use either or?
My last paste in from my data log and adjustment. haven't tested this one yet, but am I going in the right direction?

Heres my IFR,cars running much better with this generic rate.

Heres my PE and BE tables. PE set about 12.5 and BE is set about 11.5 with it kicking in about 120kpa.

a snapshot of actually making boost, and finally seeing RPM in the 4500+ range. Still getting breakup and some kind of "wall" but it's getting better. still really rich though.

 

As Greg Banish says, good injector data is step 1 to a good tune. Glad you're getting it sorted out and glad the IFR rating at 3 bar of fuel did the trick for you.

 

If your pcm is a 98 and the VE table populates all the way to 210 KPA - then looks as if you or someone has flashed the HP Custom SD OS for a 98 onto the PCM in which case there is only one Primary VE table.

You can tell by clicking on OS from the menu to see which options display. For a 98 there is only one option. That option enables you to load the HP Custom SD OS calibrated specifically for the 98 PCM. The fine folks at Hp installed a 2 bar primary VE table into this custom SD OS specific to 98 calibrations.

http://www.masterenginetuner.com/2-b...on-gm-lsx.html

Note: It's my understanding this Custom OS is for SD only, not for MAF. Please correct if this is NOT accurate.

If the option doesn't display then it's likely the custom OS has already been flashed to the PCM verified by the fact that the Primary VE table populates to 210 KPA (2bar).

If you would still have had the stock 98 OS the Primary VE table only populates to 105 KPA (1Bar). And there will be a secondary VE table with only half the resolution of the primary VE table, if that. The secondary VE table sucks for tuning for boost but it can be done for low boost tunes if you choose to switch to SD. Simply not enough resolution IMO.

A big thanks again to HP for this option. EFI live chose not to create a Custom OS for the 98 PCM. Custom OS's are only available for 99-2002 years with the 896/411 PCM. However, EFI let's you tune an unlimited number of 98's without having to use credits to do so.

 

I guess my PCM must have had the operating system upgraded by the previous tuner then. When i open the operating system menu, nothing shows up.

 

current VE, am in going the right way?

snap shot of making boost and lots of data. this was used to paste into the current VE snapshot

 

Holy crap does knowing what the colors in the VE table mean make a world of difference!!! lol
So I've been adjusting the tune via afr error, but i notice that my idling afr was getting way up lean, like 20! and idle was taking a ****. so i learned what the colors meant, and targeted the 400-1000rpm and 15-70kpa area and added about 4% to that region and smoothed it out, and if i wasn't damned, i finally saw some real progress in tuning finally. got my idle range to between 115 to 17 afr (i know a leaner idle helps prevent load up) and my other areas got better too and now my cruising areas are +/- within 5% of targeted AFR either in Stoich or even PE. So i used the same approach knowing that my WB is indeed good, and that certain areas are super rich, i did the same but lowered by about added -2% in the 3400-5000rpm and 175kpa region, and finally leaning out some in WOT pulls now. still rich in the 10.5 afr range, but its not nose diving to 9afr anymore. Holy **** its finally coming together lol
The idle is so much better now too, and i reset the IFR to the appropriate range of 72.4 for 60lb injectors using the Semines Deka injector data page. looks like i also had it a tad too high in the 76 range.

Much better, coming along. still getting rich over 4000rpm, but its coming down some

another section that needs cleaning up, but its coming along

VE have some a long way

 

holy ****! 12lbs of boost hit the logs today! and I finally got most of that rich wall tuned out. still got a few hood out cells that had to individually tune a bit, but now it's staying more in the power and not dipping into 9afr. I think the lowest I saw was 10.7 or so, and in leaned some of those cells about 2% to .5% depending on how rich it was. had to richen up a few lower rpm/kpa a tad as well, but man is it coming along much better now. understanding what you are looking ar helps a million times when you are tuning thats for aure, especially the VE table. targeting specific kpa/rpm areas by looking at your graphs and recorded data helps immensely!! I also have to adr error logs that I look at, on that hits 50 counts, and the other that hits 25 so i can see some outliers that might be hiding in the woodwork. i also like looking at boost and where the AFR either dips or leans out too much over 5% and then adjust those specifically in the tune and then smooth them hair. this is where tuning takes the longest insee now, when you are trying to clean up all the little details in the tune, and I havnt even started touching the spark tables yet.
On another side note, the

 

holy ****! 12lbs of boost hit the logs today! and I finally got most of that rich wall tuned out. still got a few hood out cells that had to individually tune a bit, but now it's staying more in the power and not dipping into 9afr. I think the lowest I saw was 10.7 or so, and in leaned some of those cells about 2% to .5% depending on how rich it was. had to richen up a few lower rpm/kpa a tad as well, but man is it coming along much better now. understanding what you are looking ar helps a million times when you are tuning thats for aure, especially the VE table. targeting specific kpa/rpm areas by looking at your graphs and recorded data helps immensely!! I also have to adr error logs that I look at, on that hits 50 counts, and the other that hits 25 so i can see some outliers that might be hiding in the woodwork. i also like looking at boost and where the AFR either dips or leans out too much over 5% and then adjust those specifically in the tune and then smooth them hair. this is where tuning takes the longest insee now, when you are trying to clean up all the little details in the tune, and I havnt even started touching the spark tables yet.
On another side note, the boost is coming in really fast, alot faster than im used to conpared to a rear mounted t76 setup inuse to have lol im gonna need to learn how to adjust shifting and account for a 3800 stall with this car now as well, as the power band is in a whooe new area I havnt felt before. im also worried I might be close to pushing the fuel sysyem with the turbo I have, and throw in the 450 or even a hellcat pump in the tank just to make sure. im pretty sure i was well over 400hp already with the t76 setup, on struggling rear mount on 10psi, and with 12psi on a stock ls1 even with a fat fuel curve, im sure im knocking on 600 already.
I think i might be getting eBoost street sooner than I thought lol. first things first though.
gonna throw in the 450 soon, and dial back the manual controller even more, and make sure the meth injection is ready to keep things cool.

VE table coming along, alot less smooth than when i started but not too bad.

way more data where it need to be

12psi of boost, guess the manual controller isnt back down enough! might try the turbosmart manual one i just got over the NXS one thats on it currently. gonna look into a smaller spring maybe too.

spark table. gotta get more educated on tuning the spark on this. dont want to mess up a good thing.

 

The VE table is coming along! Its a bit bumpy now, but its applying what i want. drivibility is cojing along. idle is nice and smooth and actually settles nicly at 700-800 rpm. no longer at 1200rpm for no reason. Leaned out a bunch of areas in the 155 to 180 KPA area. pretty close to 11.5 for most. Still have a couple hold out cells that dip into 10.9 and are causong me to back fire still. i might lean those out a hair to about 11.9 in the higher rpm to smooth that out a smidge.

Getting some hits in the higher rpm area and boost range. didnt think i was gonna hit 12psi but ok!

made some more adjustments in the higher region. creeping up to 11.5-7 afr now. leaning out by 1 or 2% not depending on how rich still. 10.9 gets a -2%, 11.2 gets -1% added. did have to enrich a couple cells that touched 12, but only a couple. but they were lower in the band and only around 8psi

decided to atart seeing where rhe boost was coming in at based on gear. still trying to play around and see if 9 can get a better picture of what the 3800 stall is doing in there.

looking at my current spark table. seeing where i can adjust a degree or two

So here are some of my shift points and speeds i adjusted using the Auto guide in the Auto section. Followed it nearly line by line. man does it shift better. did a bit more adjusting after the 2nd run. still getting a bit of a run away from 2nd to 3rd gear at WOT but part throttle had gotten way better.

Adjusted these tables roughly according to the guide. i have a built trans with a shift kit and beefier internals, so im running with it for now. 100 for max and 90 for minimum. i havnt driven this yet, but we will see. had it at 98 and 80 before but im gonna see qyat this does.

 

Gonna try something. i think my methanol have been injecting way too soon, as I noticed my tank is low, so I adjusted my boost switch a half turn to increase the kick on to hopefully about 8 or 9 psi instead of 6 psi which I think is just a bit too low. ill have to verify with shop air to make sure its switching on at these pressures later. not sure if i can see the kick in on the scanner unless IAT drop significantly then maybe.

The replacment boost controller. Might just bit the bullet and get an electronic controller, but i like the ease and simplicity of a manual controller. i like the notches that turbosmart provides on theirs. im curious home many psi is each notch.

I've also wanted to try out my Turbosmart manual boost controller bottomed out. want to see if its more consistant at holding 10psi over the NXS manual controler. although 12 psi is nice, id like to make sure 10-12 psi is my every day boost and 15 psi is my "track day" boost. Id rather not have to change out the 10lb spring in the wastgate.

 

Ok... no go on the turbo smart manual boost controller. Even bottomed out, it actually had me boosting 14psi today! Soooooo the NXS manual controller went back on and we are not doing that again yet lol fortuatly the afr was 11.7 for that pull so we are still rich in these regions. Still have a few rich spots bhut i think im ready to turn on LTFTs soon. Most of the tables are within 5% or even less. I also added 2* of timing in the high octane to experiment with the spark table a smidge. No knock yet. Im gonna leave the spark were its at until i hash out how much boost and fuel i want. Im guessing the im either boost spiking spiking, which with the wastegate referneced at the manifold, i didnt think that would happen. Im thinking the "10lbs" spring i have, is more like a 12lbs spring, and the boost controllers minimal setting isnt holding at gate pressure and is more like 2 to 4 above the wastegate spring. This goes to show to not trust the spring setting so much as get your psi at where you need it. I think im gonna find a lighter spring, maybe an 8lb spring so i can double it with a controller either manually or with a fancy electronic one later.
i think a few more runs and then i can focus on just the trans. I need to go on the interstate and gets some...

 

Ok... no go on the turbo smart manual boost controller. Even bottomed out, it actually had me boosting 14psi today! Soooooo the NXS manual controller went back on and we are not doing that again yet lol fortuatly the afr was 11.7 for that pull so we are still rich in these regions. Still have a few rich spots bhut i think im ready to turn on LTFTs soon. Most of the tables are within 5% or even less. I also added 2* of timing in the high octane to experiment with the spark table a smidge. No knock yet. Im gonna leave the spark were its at until i hash out how much boost and fuel i want. Im guessing the im either boost spiking spiking, which with the wastegate referneced at the manifold, i didnt think that would happen. Im thinking the "10lbs" spring i have, is more like a 12lbs spring, and the boost controllers minimal setting isnt holding at gate pressure and is more like 2 to 4 above the wastegate spring. This goes to show to not trust the spring setting so much as get your psi at where you need it. I think im gonna find a lighter spring, maybe an 8lb spring so i can double it with a controller either manually or with a fancy electronic one later.
i think a few more runs and then i can focus on just the trans. I need to go on the interstate and gets some "spirited" runs with higher speeds and rpms. The highway is alright but need more data. Might be ready to hit a dyno shop soon for some true WOT pulls and numbers to see the fruits of my labors lol

With my original NA RWHP of 301, with 14psi added to this, ive gotta be somewhere around 500hp if not closer to 600 if i lean it out more and move more spark. I think im getting close to running out of fuel pump at this level with the 255 pump, and injectors are probaly dont have much more in them either with 60lb injectors. Fortunately, i have 80lb injectors and a 450 walbro on standby 😁 i think the gt45 has way more in it to push this past 700hp, but id rather not push the gen 3 ls1 rods past that, and with the stock cpmpression ratio and stock heads and head bolts, i think im close to the limits of what i can handle with my current LS1.

So now i guess my next question is, once i iron out the ve, fueling, spark, and trans, what should be my next direction? Never thought id get this far into finishing my tune, but its come along nicely. Drivability is so much better now. Idle and cruis is around 15-16afr and most of my part throttle is around 13 to 14 afr, with WOT is pretty close to 11.5 to 11.7 afr. I know ive got to confirm a few more datalogs to make sure ive populated as many cells as i can, but its really close.

Id like to know is how to get rid of the popping backfire at WOT as its still a bit rich at 170-190kpa at 11.4 to 11.5 but im not sure if i want to lean this region any more than that.

i also need to get the trans to shift a little sooner and not redline at 6200rpm from 2nd to 3rd gear. Seems like its still a bit loose after 4000rpm. It will pull in 2nd up to about 4000rpm, and then shoot up to 6200 and kinda sit there and not shift unless i pedal it still.

 

alright, I bit the bullet and stuck the 450 walbro in there. took a little splicing in there since the racetronic adaptor harness I had was made for a different bulk head, which im assuming is their upgraded fitting so that you can run dual pumps or something later. for now though I won't run out of fuel now for sure and can push the limit a tad more on my current setup. im surprised the 450 is so much more quiet when it primes. so far the fixed pressure is still 58psi verified by the manual guage on the BRFPR. car runs just fine so far. gotta do some datalogging to verify it doesn't push more fuel in the upper regions but I don't think it should, now it just has more on tap technically as I push the car more. A single 450 is supposedly rated to 750hp, so i have some cushion now, as the gt45 is also rated for about 750hp, and the 60lb injectors at 58psi on run more like 72lbs injectors at 80% duty cycle and can support about 700hp as well, so now the fuel system can handle 700hp now i need to mind the mechanicals lol supposedly stock ls1 rods depending on torque dont like much past 800hp regularly, and with the stock ls1 having not been opened up at all, I think im good at about 12-14 psi on the old ls1.
So now to clean up the trans tuning and push the spark table a hair. here's to some good luck lol

 

Well now, this is fun! switched up my tuning setup to a surface go 2. after downloading the driver for the serial port and getting a hub adaptor? expander, this thing is awesome for tuning! its even faster than my laptop, and it runs both the innovate software and hptuner software! What's nice too is I can either use a keyboard that has a mouse trackpad attached to it, or my new fav interface THE FREAKIN PEN!! i setup a mount too so now i can datalog like a pro lol i can lock my tablet into the mount and not have to worry about it sliding around in the passenger seat or pinching usb connectors! once hp tuner gets its act together on the pro setup and the blutooth link has more usability, i might consider the pro eventually so i can get all parameters that the pcm cant or doesn't have into the tablet as an extra dash feature!
well now to go still some double pumpers in the tank... decided to go with a racetronic dual 340 kit... then some fine tuning for the extra fuel its about to have lol