I'm tuning a 07' LS7, T56 with mods...TSP stage 3 cam, Holley intake, Nick Williams 103mm TB, FIC 60lbs injectors. The car idles and runs great rolling into the throttle clear up to 7k, but if you stab the throttle, then it feels like it's hitting a rev limit at 2500-3500rpm. Any ideas of what can be doing this? Thanks in advance!
Last edited by HallD; 03-20-2024 at 09:03 PM.
Log Spark torque management type, Fuel cut torque management type, ETC Torque management type. Is this a swap vehicle, stock or? Need a log and a tune file in order to get the most help. Otherwise, you will get overlooked since its just a guessing game.
post tune and log to get helpOriginally Posted by HallD
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This made my day lol
Nice...Yes this is a swap in a 67 Chevelle that I inherited from a mail order tune that the owner bought. Here are the requested files:
That runs great?
That tune has several problems and that's just looking at what little I looked at. Also looks like it came out of Texas? Lets see injection, ignition, min air, other idle settings, VE, MAF and so on all need work. Your 5800 cells in the MAF table for example aren't even close to one another - those should be the same. Your timing looks like it's just setup to idle and not be driven. Injection is so retarded I'm surprised it doesn't spit and sputter trying to drive it. The rest of the tables are all mostly just interpolated. Might want to find a stock cal, verify things and go from there.
2010 Vette Stock Bottom LS3 - LS2 APS Twin Turbo Kit, Trick Flow Heads and Custom Cam - 12psi - 714rwhp and 820rwtq / 100hp Nitrous Shot starting at 3000 rpms - 948rwhp and 1044rwtq still on 93
2011 Vette Cam Only Internal Mod in stock LS3 -- YSI @ 18psi - 811rwhp on 93 / 926rwhp on E60 & 1008rwhp with a 50 shot of nitrous all through a 6L80
~Greg Huggins~
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Yeah.. That cant run good. If you think that runs good, then you will be amazed once that thing is even half way tuned. Add Virtual Volumetric Efficiency, Dynamic Airflow, Injector Duty % Injector PW, Mass Airflow Sensor (Frequency), Cylinder Airmass and Turn the Long Term Fuel Trims back on. Probably be best to find a similar file in the repository and put the timing tables and BRAF back to stock and start from there.
Last edited by LS ROB; 03-21-2024 at 08:46 PM. Reason: added maf frequency and cylinder airmass
I don't see anything obvious to cause that rev limiter type feel.
But the tune is in pretty poor shape. The main spark table is pretty wild. Unfortunately it doesn't look like the tuner knew what they were doing.
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Why in thee hell would you set up your spark table like that?
Load this up. The 06-07 E38 for whatever reason hates the wheel hop TQ management and almost always interferes once the car is modified. I felt bad, so I also added a better timing table for you to start with
1967 chevelle LS7 T56 swap.hpt
Last edited by STAGEUP; 03-22-2024 at 01:37 PM.
2009.5 PBM G8 GXP M6 W/Roof-Self tune, OBX LTs, Kooks axleback, LSA blower, cam,
Monster LT1-SC clutch, flex fuel, 12 psi [email protected] 1,800 D.A
2007 TBSS-Self tune, bolt ons [email protected], 1,900 D.A
1991 GMC Syclone- Self tune/catback 12.8@104, 4,200ft D.A
Ok, thanks for the input...All I have done with this tune is scale the TB, add the correct injector info, and change the spark tuning to get it to idle with the cam it has. It is amazing that it runs as well as it does. I believe that the issue with the "rev limit feel" has something to do with TQ management.
Does anyone know of a qualified tuner in the Las Vegas area that also has a dyno? I used a guy named Gill years ago, but I cannot find him.... Thanks!!
Honestly, i've been on the forum for a couple of years now and if you do a search, you will find that the guys on here normally have to go in behind Dyno tunes to make them have good street manners. I'd suggest you work with one of them here unless you are doing a max performance type build
Making power on the dyno is easy.
unfortunately there are a lot of "tuners" that focus on that and do not even drive the car. Finding a good tuner especially one close to you can be tough.
I redid a car done by a dyno shop here yesterday. Stalled in reverse. Guy didn't know that the misfire tables in a cammed car prevents torque conveter lockup which is GM tuning 101. He should have known. The owner said he just made pulls on the dyno and sent him on his way.
I'm a dyno shop also.. but if the car is more than just bolt ons I require it to be left for 3 days. I drive, dyno, then drive again. The last day is a fire up and immediately start driving, hit stops, etc to make sure grandma could drive the thing without trouble if she needed to.
Tuner at PCMofnc.com
Email tuning!!!, Mail order, Dyno tuning, Performance Parts, Electric Fan Kits, 4l80e swap harnesses, 6l80 -> 4l80e conversion harnesses, Installs
I agree, you need both to get it dialed correctly, wish you were closer!!
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