bump for ya...my car is the same...i know the cam is mild (f13 112) but it also should rev alot faster than it does. Just like yours it doesnt move or feel like there is any loan when Im in 2nd and at about 2500. Even with the gears. Good luck figuring it out.
Nino

 

Did you copy your high octane spark table to the low octane table? Is your maf plugged in, or are you tuning in sd? On my 2001 ZO6 with a 234/228 cam, the
IAC Steps vs. Effective area is stock. That table is just used for idle control for the ETC.
Where do you have your LTFT map & rpm boundaries set to? With your cam those tables need to be changed to utilize all the LTFT cells.
I would also add more timing below 3200 rpm.

Russ Kemp

 

Thanks for the input Russ. Copy low spark to high, OK, I will try that because I always run premium and I add some race fuel to each tank. MAF is stock and plugged in.
LTFT, I have not changed any boundries, I logged with a wideband and adjusted PE for WOT, then added spark and added to the VE table in the low end to make it take off from a stop sign. The LTFT start going crazy, then eventually settle down. As you can tell, I'm pretty new at this, I enjoy making improvements, but I am clueless as to where to go next. LTFT boundries, can you explain how that works. The last time I logged LTFTs' was when I was working on the IFR for the new injectors. Every time I drove the car and scanned, they looked better.

 

This is how to set up your LTFT map & rpm boundaries. The low map should be 2-5 kpa higher than your idle map, the high map @ 85 kpa, and the mid map half way between the low & high.
The low rpm should be 100 rpm higher than your idle speed. I would set the mid to 1600 and the high rpm to 2400 rpm.

With the stock low map at 37 kpa and low rpm at 900 rpm, your idle speed & map at idle kpa will be missing all the low map & low rpm fuel trim cells.

Changing the ve when using the maf doesn't affect the fueling. You need to
scale the maf. I'm mafless.

Russ Kemp

 

Sorry, but that's incorrect. An accurate VE is critical with and without the MAF - especially with the size cam he's running.
FWIW.
See stickies above in the tuning basics section.

....................here you go, Read this thread from the stickies ->
https://ls1tech.com/forums/pcm-diagnostics-tuning/84933-changed-ve-table-now-i-have-slight-hesitation.html

 

If you really want to use the maf, then set the maf fail frequency to 0, then tune the ve table, set the maf fail frequency back to stock and then rescale
the maf table.
This is easy with HP Tuners 2.1.8.0. that I'm using now, but I used LS1 Edit
a couple of years ago. With that beta scan , it was imposible to properly
rescale the maf table. Thats why I removed the maf and tuned the ve table.

I've since fine tuned the car with HP Tuners with the enhanced IO to log the
afr.

Russ Kemp

 

It will if his AFR does not drop immediately when you hit the gas. My vette was doing the same thing below 3000 rpms, once i got the PE to kick in at 12.5 commanded AFR immediately upon WOT I gained about 100 pounds of torque on the dyno at low RPMs.

I had to TURN OFF CAT OVERTEMP PROTECTION, and dial in the PE. Solved my problem, good luck!

 

If you set your MAP threshold 2-5kpa higher than your idle MAP, won't that leave you only a couple FTC's covering a huge portion of the table? My car idles at 60-65kpa, so that doesn't leave much between those values.

 

I use 40* base timing to help lower my idle map down to 45kpa. The idle speed is 1000 rpm. This is with a 234/228 camshaft.
When you have a large cam your still using all the LTFT fuel trim cells with my
set up.

Russ Kemp

 

This one makes the most sense to me. I made changes in the VE table before and it helped the low end part throttal, that's what I need.
If I set the maf fail to 0, how do I tune the VE table, trial and error? Make changes and scan. Make the values under 3600 rpm bigger, by 10%??
Does increasing the number in the VE table add fuel?? This car feels like it wants fuel, like a carb with a leaking accelerator pump.

 

Buy EFILive commercial version.
Turn off the MAF and do an AutoVE tune.
You can't finesse it on a track unless part throttle is tuned.

Check out the AutoVE tuning thread on their site.....it's all there.

See the stickies above for a way to determine your VE with MAF and LS1Edit.

 

[QUOTE=racecar]This one makes the most sense to me. I made changes in the VE table before and it helped the low end part throttal, that's what I need.
If I set the maf fail to 0, how do I tune the VE table, trial and error?

I would just unplug the maf, since you have a separate IAT sensor. And copy
the high octane spark table to the low, since a maf error code causes just the low octane table to be used.

If you had HP Tuners, the ve histogram using the wideband O2 input to the enchanced IO would make this an easy tune. When I had LS1 Edit, the pe
vs. rpm table wouldn't allow a value of 1.13 (13.0 afr), instead it kept changing to something closer to 12.84 afr. You could set it as close to 1.13 at all rpms as the editor will allow. This is where it gets tricky without a good scanner, because depending on your wot map, your in the dark as to which map row to adjust on the ve table. For a close starting point, I would have a 1% diff. between map rows 105,100,95&90.

Then at wot with your wideband, adjust all 4 rows at each rpm colomn to
13.0 afr.
If your 5% lean, then add 5% to the matching rpm colomn. If rich then -%
from the rpm colomn. For example, the 2000 rpm colomn covers from 1800
to 2200 rpm. Make sure that you copy the 20,30,40,50,60,70,80,90&100 kpa
rows from the primary ve table to the secondary.
After getting the wot afr right, then you need to drop the ve table values
from 85 kpa & down. As a general rule, the map table is reduced evenly at
all rpms. Just get the 85 kpa & lower map to about 14.5 afr so that when
your back in closed loop, you will have -fuel trim.

If you decide to remove the maf, get a muffler shop to supply a pipe -
you might need to expand the pipe to match the maf od. In the diagnostics,
just turn off the ses light for code P0102, don't set it to no error or the car won't start.

Russ Kemp

 

Remove the MAF? Tune without it, is there a down side to it? What can go wrong?
It sounds simple but what else do I need to do, I'm a little reluctant to make such a big change. After paying for LS1edit a few years ago, it's tough to throw it away and buy a new program. Does HPtuners still offer a trade in ??

 

Hp Tuners took my 3 vehicle licence LS1 Edit on trade for the Tunershop VCM
Suite with the enhanced IO. The scanner that comes with it is worth $500.00.
Hp Tuners has way more tables than LS1 Edit. And the tech support from them
is excellent.
After removing the maf you will also improve the airflow since your car has a 78mm maf. The 85mm maf came on the 2001 & up C5's.
There is no down side to this at all. Trust me on that.

Russ Kemp

 

Wow, more airflow, now I am interested. I have a C&R radiator that is a little smaller than stock, so there is room for a new custom made air pipe bridge. With that and no MAF I could really get some great flow. I have a 80mm TB that I have not even tried yet. I wanted to get the tune right before I start making more changes.
Thanks for the input, I will start tuning this weekend, I will let you know what happens.
If I Unplug the MAF, turn the SES light off, Copy high spark to low spark. Then the VE really controls the fuel?? I can scan and tune the VE to perfection??

 

Yes the ve controls the fuel with out the maf. Thats how the Holden GTS cars
are tuned. They have no maf.
Do your self a favour and just get HP Tuners with the enhanced IO and hook
up your wide band to it. It is the real way to do a mafless tune. I also have a
BBK 80 mm TB. I gained 100cfm by removing the ridge in front of the throttle
blade. Don't know why the ridge was there.

Russ Kemp

 

got logs? 100cfm is quite a bit, it's a bit hard to believe

racecar: welcome to 2004 SD tunes and general abandonment of ls1edit class products have become normal. also, if you wanna talk about some interesting datalogging tricks to help you in roadracing, send me an email, as this board is not intersted in anything but drag.

 

The throttle body was put on a flow bench at a performance engine machine shop and tested, then the ridge was machined off and ported. The before cfm was about 890 cfm, and about 980 after. There is a huge ridge on the BBK TB.

Russ Kemp

 

oh ok, what effect did it have on the engine tho? how did you dynamic airflow change? do you have any before/after logs?

 

I didn't try the TB as shipped, just took it out off the box and flow tested it.
This was back in my LS1 Edit days, so no data logs.

Russ Kemp