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Shortly I will be starting and breaking in my new build and I have a few questions on my base tune set up using the Terminato X software. The tune was not built from the setup wizard. Just need to know if I'm headed in the right direction with fuel and spark tables for break in and baseline running and idle tuning. Spark table is set conservatie to be careful. Below are build specs for the engine as well as snips of the tune. I have very little tuning experience, but an looking to learn as much as possible along the way and am open to any and all suggestions. I have also inclued an attached zip file of the tune if anyone would be kind enough to take a look at the whole tune, if they like.
LQ4 block stroked to 408
Wiesco -3cc for 11.5:1 cr (9.14 dynamic)
.023, .025 ring gap for possible spray later
PCR 237 heads (66 cc)
Cam Motion Spec Cam - 242/250 .628/.611 lift 114+4 110cl
Fast 102 intake with 102tb
Deka 52lb inj run at 58psi for 61lb delivery
Walbro 450 pump
I just glanced over the pics of the tune you posted. Without actually sitting down to see if there is a better option, I'll just say I'm not "thrilled" with the way you have the injectors setup. Maybe there is a better option, maybe not. It will affect how it tunes a little, but in the end, it will work.
The VE is conservative (fat), but will clean up fairly quickly. Up top, that #, will be partially determined by the fuel injectors setup, and how accurate or inaccurate that is, as well as how efficient the actual fuel system is. It should never see 107 N/A, but again, with the injectors setup like that, I see nothing wrong with starting there.
I don't know what you base timing is set at, but your up top timing is more than conservative to start with.
I just glanced over the pics of the tune you posted. Without actually sitting down to see if there is a better option, I'll just say I'm not "thrilled" with the way you have the injectors setup. Maybe there is a better option, maybe not. It will affect how it tunes a little, but in the end, it will work.
The VE is conservative (fat), but will clean up fairly quickly. Up top, that #, will be partially determined by the fuel injectors setup, and how accurate or inaccurate that is, as well as how efficient the actual fuel system is. It should never see 107 N/A, but again, with the injectors setup like that, I see nothing wrong with starting there.
I don't know what you base timing is set at, but your up top timing is more than conservative to start with.
its fine for starting, by the time you get it going and better optimized all the tables should look quite a bit different, though the trends shown isnt bad.
its fine for starting, by the time you get it going and better optimized all the tables should look quite a bit different, though the trends shown isnt bad.
Thanks. I'm still going through it and, based on the other suggestion, will make some minor changes to the VE table and may add just a little spark. My biggest concern is having an adaquate tune for ring break in as I don't want it so rich that I an dealing with fuel wash.
Delaying EOIT made my C5 idle better and drive smoother at low RPM...
Fuel stink wasn't noticeable unless I stood behind the car, and I haven't done that since the EOIT changes, but I given how much better it idles I suspect that's gotten better too.
Definitely give it a try.
It cost about 30whp at the top end, so ideally you'd only use the retarded EOIT at low RPM, or low MAF, or low throttle... and use a normal EOIT otherwise. Hopefully your standalone allows for that.
For other stock-PCM folks, I am working on a modified version of the 7603 operating system that allows separate EOIT tables for high-MAF and low-MAF. It's working in my car and I hope to be ready to share it with others in the not-too-distant future.
Delaying EOIT made my C5 idle better and drive smoother at low RPM...
Fuel stink wasn't noticeable unless I stood behind the car, and I haven't done that since the EOIT changes, but I given how much better it idles I suspect that's gotten better too.
Definitely give it a try.
It cost about 30whp at the top end, so ideally you'd only use the retarded EOIT at low RPM, or low MAF, or low throttle... and use a normal EOIT otherwise. Hopefully your standalone allows for that.
For other stock-PCM folks, I am working on a modified version of the 7603 operating system that allows separate EOIT tables for high-MAF and low-MAF. It's working in my car and I hope to be ready to share it with others in the not-too-distant future.
If I remember correctly, most Gen3 PCMs end up around only 300 EOI when fully warmed up and that's definitely in the range of being dirty with cams that have overlap. I do not know how delaying the EOI cost you 30 rwhp up top however as I've tested this extensively on more cars than I could possibly count and it cost nothing especially since EOI is largely irrelevant at higher RPMs with typical injector duty cycles.
Interesting. My case might not be typical and there are some confounding factors... for context, I have a 454 LS with a 239/251@114 cam. Injectors are ID 1050s, which are way bigger than needed, so the pulses are relatively short (I had great like with ID 1000s in my Subaru, and they stopped making 750s).
I didn't experiment much with the EOIT, just bumped the value from 5.55 (stock) to 6.5 and got better results, so left it here. Power went from 520whp to 550whp when I switched back to stock EOIT, but should really be around 600whp so there's still something else going on.
I'm pretty sure now that the power issue stems from fuel contamination, so maybe the real reason is just that he more of the contamination is in the filter now and less of it is circulating. Will find out more after the holidays.
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Term X Tune 
