This guy says keep original VE values when increasing displacement value
TECH Addict
Joined: Dec 2004
Posts: 2,175
Likes: 625
From: Florida
i started with a fast classic and burning dsm chips in the early 2000s. done all kinds of things since then, but my automotive professional life was under a pretty serious old school carb guy so i had limited exposure to efi outside what i did on my own time. i got into ls motors and efilive as a late bloomer, around 2011. i try to help where i can but usually get beaten to the punch since my knowledge is less LS specific and ive never really used hpt much.
im glad theres still a community here.
im glad theres still a community here.
i started with a fast classic and burning dsm chips in the early 2000s. done all kinds of things since then, but my automotive professional life was under a pretty serious old school carb guy so i had limited exposure to efi outside what i did on my own time. i got into ls motors and efilive as a late bloomer, around 2011. i try to help where i can but usually get beaten to the punch since my knowledge is less LS specific and ive never really used hpt much.
im glad theres still a community here.
im glad theres still a community here.
TECH Resident
Joined: Oct 2006
Posts: 993
Likes: 173
From: Euless, TX
I am not knocking anyone else either. Just familiar with Lloyds work and was introduced to him and his work by an old friend of his who was building a 331 Clevor at the time. That is a stroked 302 Windsor with Australian style 3V Cleveland heads. I think my friends heads were Edelbrock that Lloyd worked over. My friend had an old 67ish Cougar that had a roof eaten away by rust from a rag top he had turned into a roadster he ran it in. At the time I first met Lloyd I did not know he was Lloyd Elliot that had done the heads on many LT1s and LT4s I had tuned.
With the quality of work Lloyd Elliot does for the cost he does it at and his proximity to me, my porting is relegated to throttle bodies and intake manifolds.
I am not knocking anyone else either. Just familiar with Lloyds work and was introduced to him and his work by an old friend of his who was building a 331 Clevor at the time. That is a stroked 302 Windsor with Australian style 3V Cleveland heads. I think my friends heads were Edelbrock that Lloyd worked over. My friend had an old 67ish Cougar that had a roof eaten away by rust from a rag top he had turned into a roadster he ran it in. At the time I first met Lloyd I did not know he was Lloyd Elliot that had done the heads on many LT1s and LT4s I had tuned.
I am not knocking anyone else either. Just familiar with Lloyds work and was introduced to him and his work by an old friend of his who was building a 331 Clevor at the time. That is a stroked 302 Windsor with Australian style 3V Cleveland heads. I think my friends heads were Edelbrock that Lloyd worked over. My friend had an old 67ish Cougar that had a roof eaten away by rust from a rag top he had turned into a roadster he ran it in. At the time I first met Lloyd I did not know he was Lloyd Elliot that had done the heads on many LT1s and LT4s I had tuned.
Teching In
Joined: Jan 2023
Posts: 9
Likes: 0
From: Los Angeles, Ca.
I know this may be off topic. But. Since there seems to be a lot of tuners in this thread, I’d like to ask if anybody has or knows of someone wanting to let go of an HP Tuners MPV1 pro cable.
I’ve been tuning cars from the 70’s, 80’s, 90’s & on. I’m a GM dealer tech & focused primarily on computer controls, fuel injection, electrical & driveability diagnosis. Started with old Bosch LH &’CIS systems, Cadillac EFI, feedback carbs & EPROMs, built many Buick turbo & GMC Syclone setups when the SEFI’s started showing up, then onto stand alone systems like Accel DFI & Motec systems while getting wet w/factory modded stuff using LT1 & LS1 edit & EFI live when they 1st started.
Like @turbolx , I still work in the factory emissions & driveability diagnostics scene. I too still like to build Hotrods & help others with their setups. I’m new to this forum. Seems like a bunch of collective knowledge with various systems here. Pleased to know you all. I’m John.
Btw @turbolx your injector setup sounds interesting. Back in the day, I used to use EFI live to plot VE tables & then would use that info calibrate ECU’s using LT1 & LS1 edit. I’d be interested to know more about your setup.
I’ve been tuning cars from the 70’s, 80’s, 90’s & on. I’m a GM dealer tech & focused primarily on computer controls, fuel injection, electrical & driveability diagnosis. Started with old Bosch LH &’CIS systems, Cadillac EFI, feedback carbs & EPROMs, built many Buick turbo & GMC Syclone setups when the SEFI’s started showing up, then onto stand alone systems like Accel DFI & Motec systems while getting wet w/factory modded stuff using LT1 & LS1 edit & EFI live when they 1st started.
Like @turbolx , I still work in the factory emissions & driveability diagnostics scene. I too still like to build Hotrods & help others with their setups. I’m new to this forum. Seems like a bunch of collective knowledge with various systems here. Pleased to know you all. I’m John.
Btw @turbolx your injector setup sounds interesting. Back in the day, I used to use EFI live to plot VE tables & then would use that info calibrate ECU’s using LT1 & LS1 edit. I’d be interested to know more about your setup.
Launching!
Joined: Jan 2002
Posts: 299
Likes: 41
From: Detroit, Murder City
Like @turbolx , I still work in the factory emissions & driveability diagnostics scene. I too still like to build Hotrods & help others with their setups. I’m new to this forum. Seems like a bunch of collective knowledge with various systems here. Pleased to know you all. I’m John.
Btw @turbolx your injector setup sounds interesting. Back in the day, I used to use EFI live to plot VE tables & then would use that info calibrate ECU’s using LT1 & LS1 edit. I’d be interested to know more about your setup.
Btw @turbolx your injector setup sounds interesting. Back in the day, I used to use EFI live to plot VE tables & then would use that info calibrate ECU’s using LT1 & LS1 edit. I’d be interested to know more about your setup.
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Brett Foote Teching In
Joined: Jan 2023
Posts: 9
Likes: 0
From: Los Angeles, Ca.
@turbolx thanks for the link. I checked it out. I don’t have a use for an injector balance tester, and I use RC fuel injection locally here in Torrance, Ca. for flowing injectors. I think he too made his own bench. In the diagnostic field I use a lab scope hooked to a pressure transducer & a snap on fuel injector pulse unit to do injector pressure drop testing. In the tech field, we’re more concerned with if the injectors are all dropping within range. What’s the cost on one of your units?
Teching In
Joined: Jan 2023
Posts: 9
Likes: 0
From: Los Angeles, Ca.
Launching!
Joined: Jan 2002
Posts: 299
Likes: 41
From: Detroit, Murder City
@turbolx thanks for the link. I checked it out. I don’t have a use for an injector balance tester, and I use RC fuel injection locally here in Torrance, Ca. for flowing injectors. I think he too made his own bench. In the diagnostic field I use a lab scope hooked to a pressure transducer & a snap on fuel injector pulse unit to do injector pressure drop testing. In the tech field, we’re more concerned with if the injectors are all dropping within range. What’s the cost on one of your units?
TECH Resident
Joined: Oct 2006
Posts: 993
Likes: 173
From: Euless, TX
At ~$18k, mine is admittedly far more involved than the typical injector balance testers. From the very beginning, my bench was built to exceed the requirements of SAEj1832 and be able to generate complete calibration data sets in multiple OEM formats with high accuracy and precision. Unfortunately, doing that requires equipment that is more expensive than a balance or "clean and flow" bench if you want good data. There is still a good business case for it when a shop does a significant amount of custom tuning since it saves a ton of wasted dyno time over time. The break-even on ROI is actually only about 1year if you're running one set a week on it. The upside is that the precision of calibration work being done improves when starting with accurate data for that exact set of injectors on that vehicle.
Launching!
Joined: Jan 2002
Posts: 299
Likes: 41
From: Detroit, Murder City
Ever considered selling data you gather from that? I would love injector data for some Ford Injectors in a Gen3 GM without using the conversion spreadsheet for example. My L31 Marine intake has 6.2L Ford injectors. My 8.1L also has the 8.1L marine injectors and GM data does not exist for those.
Because there is always some variation in any population, I expect to see differences from set to set. By testing your exact set, that variation goes away when tuning your car with your specific injector data.
With the quality of work Lloyd Elliot does for the cost he does it at and his proximity to me, my porting is relegated to throttle bodies and intake manifolds.
I am not knocking anyone else either. Just familiar with Lloyds work and was introduced to him and his work by an old friend of his who was building a 331 Clevor at the time. That is a stroked 302 Windsor with Australian style 3V Cleveland heads. I think my friends heads were Edelbrock that Lloyd worked over. My friend had an old 67ish Cougar that had a roof eaten away by rust from a rag top he had turned into a roadster he ran it in. At the time I first met Lloyd I did not know he was Lloyd Elliot that had done the heads on many LT1s and LT4s I had tuned.
I am not knocking anyone else either. Just familiar with Lloyds work and was introduced to him and his work by an old friend of his who was building a 331 Clevor at the time. That is a stroked 302 Windsor with Australian style 3V Cleveland heads. I think my friends heads were Edelbrock that Lloyd worked over. My friend had an old 67ish Cougar that had a roof eaten away by rust from a rag top he had turned into a roadster he ran it in. At the time I first met Lloyd I did not know he was Lloyd Elliot that had done the heads on many LT1s and LT4s I had tuned.
