Im trying to fine tune this tune before the track tomorrow. I added more fuel and I think it worked because im seeing a bit more boost in 5th gear. Still nowhere near as well fueled as McRat's truck (in the video) so I think thats why Im not running good times. Im running the DSP with a driving tune and a kill tune...the driving tune has a nasty "rat-tat-tat-tat-tat" timing rattle right around 1500-1600 rpm, driving around town, 40 mph or so, 30-35 mm3 fuel rate, ~15,000 or so rail pressure. So I pulled back timing 1-2 degrees in that area. I also pulled back pilot inj timing the same amount but the nasty rattle doesnt go away...and maybe its worse now? Its only for a split second, if I very carefully hold it at ~1500 rpm, 4th and 5th gear TC unlocked. If im accellerating I never notice it. I also notice it on decel if I slowly decel thru 1500 rpm. It still annoys me tho because I dont like timing rattle...it cant be good for the engine.

So i pulled back timing to like between 4-5 degrees in those areas, it was originally at 5-6* IIRC. Do I have to pull it back more?

I dont care about playing with fuel...dump it all in there!!!:ro)

playing with timing scares me tho. I dont want to blow something up. And I dont really understand how I should adjust pilot and main injection timing together so they work nicely together. In the past when I first got EFILive and was playing around making tunes, I could never get the timing down so it was smooth. Some of my tunes made good power, but I hated the timing rattle so I didnt run them for long...

I still need more fuel up top too!:help:

at 160mpa and 90 mm3, my main injection pulse is 3650 (3450 with no pilot). Pilot injection pulse is 1364 at 90mm3...should I bump it up more?

max timing at inj timing A is 22*
at inj timing B is around 15*
at inj timing C is around 25.5*

inj timing after pilot D (ECT above 160) I have set at 19.5*

how much timing is too much for these tables? For some reason anything over 27 scares me...just sounds like too much above that.

Hopefully Ill get it worked out before the track tomorrow. I DID however write a trans calibration that for some reason shifts 110% awesomely on my truck!! Every single shift is so crisp and firm and the truck accellerates MUCH better and faster than with the stock Ally cal...

Ben

good news is I fixed all codes and the truck doesnt lay over in the last 100 feet of the 1/4 mile! :D (confirmed with trip odometer)

still get MAF codes every now and then, btu thats inevitable with my AFE stage 2 intake...


one more thing.....sorry this is a dumb question....but I always assumed the max fuel rate that the injectors could flow was 95 mm3 because thats whats on the catalyst/engine ID sticker...so I never bothered playing with tables above 95 mm3.....am I stupid for not messing with these?

Mine can go to 110. Here's a pic of one of my log files. I didn't WOT it so I didn't quite hit the peak but close. Definately more than 95mm.

Ben, I am in the same boat, I am going to go driving around right now and try to get this tune I am running to pull a little harder because I too am going to the track tomorrow. Just installed my Tie Rod Sleeves.

I am only running 20psi of boost so I can't use a lot of fuel but.... I think I have my timing in the 18-20 range (accedently hit 28 once and I jumped off the throttle so fast when I heard it rattle) and my fuel is at 2400 (I think).

My question is I can only get 79.6mm3, how do I get this higher? and I still cannot figure out what it is...Is it how much fuel is flowing or what?

Bentley

Anybody have a good tune for an LB7? :D PLEASE?

Bentley, you need to use the fuel PID highlighted in the post above yours, the standard GM PID will limit the displayed value to 79.6mm3. The ECM will be commanding more, but you are just not seeing it.

Cheers,
Ross

still get MAF codes every now and then, btu thats inevitable with my AFE stage 2 intake...

You could replot your MAF table with your data logs to make the problem go away.

Cheers,
Ross

Bentley, you need to use the fuel PID highlighted in the post above yours, the standard GM PID will limit the displayed value to 79.6mm3. The ECM will be commanding more, but you are just not seeing it.

Cheers,
Ross

So that is my problem :rolleyes: I will go and fix it.

Bentley

Bentley, I did the same thing.:o:

Your pilot injection pulse will never see anywhere near 90mm3. Probably about 10mm3 at the absolute most. Yes there is a lot of extra table that is not used.

They have plenty of spare space to fit it in!.
It's probably more due to the lookup routines in the code being so similar it was easier to use the same table structure.

Cheers,
Ross

my more fuel up top increased boost to ~36 psi...if I want to add more fuel up top, I increase the main injection pulse and main injection pulse (no pilot) even more right? I assume I dont have to touch pilot injection pulse because pilot injection is disabled up there anyways. Im going to increase throttle base injection quantity too...how should I adjust injection timing accordingly for the increased fuel? Do I have to worry about adjusting injecion timing after pilot??

Bentley, you need to use the fuel PID highlighted in the post above yours, the standard GM PID will limit the displayed value to 79.6mm3. The ECM will be commanding more, but you are just not seeing it.

Cheers,
Ross

Now I get 95mm3. That fixed the problem, looks like I still have a lot of work to do.

Ben, just change the main injection pulse. I usually add it in about 1-3% increments.

Bentley

PS Someone help me with this t-case noise (thread in Drivetrain).

There will be a limit to how far you can advance the injection timing before you just spray fuel in the cylinder and have a delayed ignition which is not what you want to do. At some point you will have to stop increasing the timing as you increase the fuel volume.