LS3 injectors will be ideal up to 900ish whp (on blower applications). I'd advise people against going straight to a huge injector unless they know they need it. After LS3, ID1050 would be the next...
Type: Posts; User: DSteck
LS3 injectors will be ideal up to 900ish whp (on blower applications). I'd advise people against going straight to a huge injector unless they know they need it. After LS3, ID1050 would be the next...
I mean... my Camaro is on the dyno right now running about a 0.30 fraction all controlled by tuning the ECU. The port controller knows what the injectors are and knows exactly what is happening in...
This happens when people decide they're going to put another ECU in and drive the car with that while the original is unlocked... because people don't read.
We will offer lines and what not, but the Camaro (and C7) kind of suck in that the factory flex section is crimped to the hardline that runs the length of the car. On my Camaro, I cut the crimp off...
I think people have just become accustomed to associating the truth with being mean when that's not the case. I've never been one to mince words or sugarcoat.
Much like every other option out there… it’s archaic in approach.
It's got nothing to do with the torque model.
Refer to smokeshow's comment about the speed of sound. The VE RPM correction is enabled stock, and I am staring at the line that uses it.
You gotta stop bringing up the torque model. :p
Charge temperature.
The best example is that misfires read dead lean!
You can 100% do square root in the scanner. Square root is the same as raising to the power of 0.5.
VE = VE * (Charge Temp / Reference Temp) ^ 0.5
Just make sure you're in Kelvin. The result...
You do not need to be on some special white list to open/edit/flash Global B (other than having a MPVI3 plugged in which admittedly slows me down sometimes if I forget my cable at work or home). ANY...
As I’ve been saying, the tools available aren’t ideal. You’re getting data interference from parts of tables you’ll never operate in.
Keith and Chris are far smarter than me, and they are way less petty. Lol
That's a reasonable way to get closer, but it doesn't account for spark timing sensitivity and effect on power output. At the end of the day, it has to be empirically determined to have full...
Check your PMs.
This specific issue is something HPT never had defined and never will. It's an annoying thing that makes even a bone stock car run like crap on decel.
Replicated. Cheaper implementation with no chance of interrupting ECM operation.
When it comes out of the wash, widebands will need to be logged via CAN using a Prolink. We didn't want to have to adhere to polling requirements on the main bus or identifying as a module; too much...
It’s not bi-directional. We keep it vague so the process isn’t copied, and I keep watching assumptions made (not just here) about how it works. It’d be best to just wait and see when we release it...
You’re right that it’s a catalyst related situation which means there will likely never be a publicly defined way to fix it.
It is commanded engine power as a function of vehicle speed and axle torque request.
And now, like Homer Simpson, I'm going to slowly back into the bushes and disappear.
What example do you have of those being different for the same throttle body?
FYI, your starting memory location was wrong.
Horizontal vs vertical, whichever. I set it up the way it is by the OEM.
This table shouldn't change that much if the throttle area table is set, but none of the aftermarket throttle bodies have...
I fixed the one you mentioned and added a paraphrased annotation.