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Is it in open loop? If yes, Why? lol

Where is the IAT sensor located? You could also try to play with the main VE charge temp multiplier.

No. You need the offset data for those injectors. If you look at blind's spreadsheet, that would be the tables you need, but for the 80 lbers.

Im pretty sure ls7 lifters should be .070 to .100 preload. I think I'd double check with a dial indicator when you reset preload.

I'm assuming the pushrods aren't adjustable. Never seen that on a car engine before lol. Definitely nothing wrong with adjustable rockers, not needed for a hyd lifter though.

Do you know what lifters they are? Wouldn't hurt to set valves again by doing overlap.

Usually when there is insufficient airlfow capability, it is accompanied by map decreasing. Maybe not all the time, but most of the time.

You shouldnt have to put it into OL to fix the bucking for that small of a cam. Log again with the laptop connected to get better resolution.
Tune is typical MAF tune, probably most of your issues....

As in your VE is controlling all the fueling. Your VE is not correct/smooth(ish). Your spark around idle is rediculous also. I am surprised that thing runs/drives as well as it does. There are tuners...

Not being a dick, but maybe try a decent remote tuner instead of trying to delve into this on your own. What you can do is make sure everything is mechanically sound that could be giving you false...

Ok hold on. You are paying a guy to tune your car, and not just any internet warrior, but an OE Calibrator. Yet you are asking the forums?

The VE is still horrific. That is usually the first thing to dial in, especially , if you don't have a MAF. It is not Alpha-N lol. You are getting knock, im sure its false, id start with burst knock...

As far as AFR, i just didnt like how one of your O2's are going lean at the end, that could also be the archaic scanner delay. Vettes arent bad to pull a valve cover. Id maybe look at the springs...

I doubt it would be the TB, being the MAP doesnt tank when RPM is tanking. What heads and valvesprings?

Maybe someone can find something, do you have a wideband? Seems that it is leaning out towards the end of that gear. You can watch InjPW start to lower, whether that is a limiter or the MAF isnt...

Yeah I never did that with 4 speeds, I figured there was a way to tune for it with a CTC. For my personal experience I won't be doing this again, but I want to figure out how to work with these...

This confirms what I was thinking. Someday I might learn your screenshot skills, but I doubt it, lol.

I still stand at the TCM doesnt know how to adapt when the line pressure is high.

There...

Id try to figure out what hole is missing. Temp gun at the manifold/header, kill a cylinder with VCM controls, or unplug a coil or injector one at time.

After driving it around the trims look like they are working. Right after startup there is something weird going on. It is triggering the knock sensors and driving the trims up. Can you hear it...

Not really slow it down unless there some voodoo i dont know about yet. Otherwise if the delta is rediculous or if it is actually making it run funny, you can tie both banks to one o2 sensor.

Make corrections to Manifold Open. Also make sure you are resetting the LTFT's after you make fueling adjustments.

I found one of your logs, that definitely seems like a polling interval issue/scanner issue. For a test, log only the 5 pressures at fastest available to choose. Maybe someone here knows or it is...

By all means!

I read Chris's explanation on an older thread, my understanding was for the ECM to keep a constant line pressure to self calibrate apply/release pressures? I also ASSume it ramps...

because that is just presets. The algorithm is going to learn what "it" wants. I have tried that and found the outcome the same.\



Not sure. I have a bit to clean up yet, but I will put this...

Well i appreciate all the info. I can get it on the Dyno here in a few days so I might as well wait until then to make changes.

2012 Yukon