Simplest way to go OL SD for C5 vette??

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10-19-2014
Super73

Simplest way to go OL SD for C5 vette??

I have been helping out several buddies over the years with F-bod's and now a lot of them are going the way of C5's. OL SD is very simple on DBC set ups, but it seems to be a bit more tricky when DBW is introduced. All of these cars (3 in total) are mostly raced and MAF and O2's aren't needed, so OL SD would be a great choice.

For DBC, this is my process:

Download and change OS to 1 bar OL SD

Unplug MAF
Uncheck MAF SES and move the pull down to #2 "No Mil Light" for all MAF DTC's
Zero out MAF table

Disable STFT's and LTFT's with the drop down
Move LTFT Enable temp to 283*
Move DFCO to 283*

Uncheck all O2's SES for bank 1 and 2
Set MIL to #3 "No Error reported" for all O2's

I multiply VE by 1.1 as a starting point and data log Target AFR against actual WB readings

PE gets changed to:
Enable 2400 rpm
Change enrichment ramp in to fastest setting of 4
Set PE Multiplier 1.148

Disable CAT Over Temp

If the car has injectors obviously I adjust for that.

I have found this to be a great starting point for DBC. From here it is very quick and easy to get the VE table dialed both part throttle and WOT.

When doing this process with a DBW C5, I often run in to "Reduced engine power mode" which I think stems from P1514 and the like.
What is the best way around this?
Disable P1514 and it's counter parts
or
Raise the P1514 table some?

What other potential sticking points are there with a DBW car that might hinder a quick easy OL SD tuning platform?

I'd like to get all 3 of these cars to OL SD next week. Any insight would be very helpful! Thanks in advance!
10-19-2014
edcmat-l1

1: Leave the MAF plugged in.
2: Don't zero the MAF table.
3: Set all 3 MAF codes to "MIL on first error". Uncheck the SES box for each.
4: Copy and paste high octane spark table to the low octane table.
5: Set your MAF fail to zero.

Now you're in SD. Works for DBW or DBC the same.

Open loop works the same for both.

Only thing you may have to worry about with a DBW car that you don't really with a DBC, is the P1514 table.
10-19-2014
JakeFusion

With the 1-Bar SD OS, you have access to the High and Low spark tables again. So no need to copy high to low. However, for tuning, I'd keep the high tables in play for both and copy across. With the regular GM OS, it reverts to the Low Octane table in SD.

I agree with everything else Ed said.
10-19-2014
Super73

Ed,

We wil be removing the MAF all together and repining the IAT for a F-body style. So there will be no MAF to plug in..
10-19-2014
edcmat-l1

Quote:

Originally Posted by Super73

Ed,

We wil be removing the MAF all together and repining the IAT for a F-body style. So there will be no MAF to plug in..

OK, well that's different. My point was unplugging the MAF is not needed.

Jake, I'm aware using the 1 bar COS the ECU does not revert to the LO spark table. My explanation was just how to set it up for SD regardless of the operating system. And if he's doing this to cars that will be race cars, in open loop, there's definitely no need for a low octane spark table. So, based on his apps, I'd still copy the HO to the LO.
10-19-2014
Super73

Ed,

Totally understand, I did say the easiest way didn't I :)

There are a few other features I like using in the true 1 bar SD OS.

Pre 2001 (if I remember the year right) had dual VE tables. When forced in to SD in those OS's, the resolution on the secondary VE if not as good, I think it only gives yo half the KPA resolution. This gets fixed with a single VE.

Another thing about the 1 bar SD is it gives you a VE multiplier which can be useful with Big cams at idle or using to command a lean cruise condition.

I guess I have gotten so used to it with my truck (since 2005) I just tend to migrate straight to it.

Thanks for the confirmation that P1514 should be the only other issue I run in to with it DBW on a 1 bar OL SD OS.

One other thing, I seem to remember having issues with a DBW car years ago when reducing TQ Management (if memory serves it was reduced engine power again). 1 of these vettes is an auto car, any suggestions there?
10-20-2014
RonSSnova

If the C5 is an A4 car and you fail the MAF, the trans sees the P0101,2,3 codes and sets the line pressure to max.

Something to consider.

Ron
10-20-2014
JakeFusion

That was fixed on the 01 and later OS's, and I believe should carry over to the 1-Bar SD OS. I don't know for sure tho as I can't compare because mine is an 02 OS that was updated to the 1-Bar OS.
10-20-2014
ElecTech

Quote:

Originally Posted by RonSSnova

If the C5 is an A4 car and you fail the MAF, the trans sees the P0101,2,3 codes and sets the line pressure to max.

Something to consider.

Ron

Quote:

Originally Posted by JakeFusion

That was fixed on the 01 and later OS's, and I believe should carry over to the 1-Bar SD OS. I don't know for sure tho as I can't compare because mine is an 02 OS that was updated to the 1-Bar OS.

You can fix that in the Trans Diagnostic tab on most P01 and P59 PCM OS's now.
10-20-2014
RonSSnova

Correct.
I found that. I thought, gee, the trans sure feels snappy now, but mine has a shift kit and already has higher line pressure. So turned those off.

I've read though that the system uses torque data in the trans routines to set pressures. It doesn't work when the MAF is missing.
Jimmyblue has mentioned it I think. I didn't research further.