Idle Integral Airflow (part 2): Electric Boogaloo
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- Опубликовано: 23 ноя 2024
- There is a relationship between Virtual Torque and Idle SS Air (and Integral Air). Special thanks to @Matt_Sanford !
Part 1:
• Solution for Idle Inte... 
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I can tell you from experience that engine and ECU doesn't mean as much as you would think when it comes to what a modified setup wants. It's more about year and model, more specifically OS or operating system. Why? GM calibrates based on platform not on powertrain. When I asked one of the calibrators (Camaro/ Corvette 8/ 10 speed calibrator) why they don't share info (or at least proven base files) between groups he responded with, "we are just now starting to do that". That was back in Late 2018, who knows where they are now or what became of "file sharing". But anyways, that is why you see calibrations all over the place even when the powertrain is identical. Another thing to note, relevant to the topic.....so, I've tuned my share of E38 vehicles. A while back there was a window where I was getting a large number (felt like one after another for weeks!!) of "stock" trucks with only the truck norris cam. I was blown away with how much variation I saw between years regarding what they want for a stable idle. Min air, idle spark, torque follower, idle air PIDS, etc all will vary between years and models. For that reason, you're always better off adjusting relative to the stock values instead of targeting a specific number. I guess the lesson is, don't always assume just because X vehicle has the same mods as Y vehicle, that they are going to want the same numbers.
While I'm on the topic, I'll share a few extra tips new tuners might find helpful. If available, start tuning using the stock cal file. I hate starting with anything but a stock calibration.. I've seen where a previous tuner corrupted the file, it's not a good feeling knowing you've been wasting hours adjusting to a garbage file. And finally, it's worth mentioning, you should always do a "throttle cleaned" AND reset any adaptives when starting to tune an unfamiliar vehicle, especially if they've been driving on a stock or garbage file. I could talk for hours on the lessons I've learned when dealing with certain platforms, with certain mods, but I digress.
I love the info and tinkering dude!
But I really believe that, although E38’s & E67’s are all similar dimension’s, per vehicle, they all have different algorithms mostly coming to the same end-goal… but all of them use a different way to get there.
I have a 2012 a6 6.2 Silverado-cam & FBO’s, a 2013 m6 1le- H/C 415ci + single gt45, on a 2bar OS & a 2015 cam, fbo m6 Zl1.
Ive tried a number of different things along with the 2014 Ctsv settings, MBT, & the HPT Forum idle thread. all causing a ton of different reactions that caused me to just tune each vehicle as there own setup the old fashion way, seem to yield the best results.
Interesting and good point. I really wish I had a whole fleet to experiment with! Lucky you!
Isn't a single gt45 pretty small for a 415 ci engine?
@@nowayjose596 it works on 12lbs. The Plan is to work towards a 78/75 , & but the GT45 on my truck…. But economics has slowed the progress a lot.
@@SilverSurfer77 It’s a “Blessing & a Curse man”. I feel I may go bald at a young age. Lol
Well, you would be correct because It's a fact. In my comment, I mentioned that is more based on OS than year, model or powertrain. This is because they calibrate based on platform, not powertrain.
Im sure you are aware of this, but I think something many people overlook or just arent aware of.... is that GM, Ford, whoever... they arent using HPTuners. They have their own software which was developed for their ECM, TCM, BCM, and on and on. HPTuners has the overwhelming task of trying to reverse engineer the ECM's and attempt to figure out what the maps likely are. This means there is likely some (maybe a lot even, not sure) functionality that is never available. As you know, this can definitely cause some confusion or headache trying to figure out where a value is derived from or how something is being calculated when other math is occurring that is not viewable.
Yes...I think the E38 has something thole 40,000 tables and HPT exposes a few hundred, maybe. I've acquired an E38 BIN file and decompiled it with Ghidra. So now....I have to learn hex and assembler...basically an entire career 😅
@@SilverSurfer77 good luck on your journey, that is way over my head haha.
@@SilverSurfer77 More like 100k
Your L99 engine compared to a LS3 engine at the 8:20 mark uses the same block and heads, but does not have the same compression ratio, valves, or cam. That is why the MBT tables are different.
My personal vehicle (2014 Chevy SS Sedan) came with an LS3, not an L99.
@@SilverSurfer77 I see now. Sorry, I assumed it was a Camaro. How much have you increased your ETC scaler? Correcting this value with ported/larger TB's is usually overlooked with stock cams as the idle adaptive(s) handle the error and ve/maf get tuned with the error factored in. ETC area is primarily a base for idle calculations (among others) that always turns into a major problem after installing a cam which starts the endless process of modifying the modifiers routine. Lots of variables as far as TB size/porting, but LS3's usually need anywhere from +15-30% to save a lot of headaches.
@@jimmyfreeze3782 I have never messed with the ETC scalar. I do have a CNC ported TB and big cam.
@@SilverSurfer77 The next stock cam LS3 you tune with a katech, gpi (or whoever ported tb), log the idle even if the idle sounds perfect and of course the log needs to be done after maf/ve are textbook.
just to throw a spanner in the works... the2011 CTS-V max torque table has 600 deg spark in the 1200-1600rpm @ 0.00-0.08g cells so i have to wonder if it is actual spark or some other calc that was valued as spark, would prob be just decel airmass but still something going on with it for factory to do such a value change
Well so I've heard that this table influences fueling. So it is interesting to hear you state this....hmmmmm
@@SilverSurfer77 another thing i noticed is the spark tables are always either 1 deg or 0.5 deg nothing alse, but the max torque table can have any decimal u want which id assume isnt spark related, maby its some relation to engine torque but mine maxes out at 64