What kind of problems do you guys have when tuning for a 102 throttle body. I am going from a stock LS3 tb and intake to a FAST 102 and NW tb. Just wondering what I have in store for me.
What kind of problems do you guys have when tuning for a 102 throttle body. I am going from a stock LS3 tb and intake to a FAST 102 and NW tb. Just wondering what I have in store for me.
Is it drive by wire or cable? Either way you are in for a hoot. From what I've seen they are not fun to tune for idle and off idle. Drivability will likely suffer.
Bill Winters
Former owner/builder/tuner of the FarmVette
Out of the LSx tuning game
Sorry I didn't mention but it's a DBW application. Is it worth the problems to upgrade to the 102 from the stock 90mm? I'm putting a fast 102 on for sure, but I'm still up in the air on upgrading throttle bodies. What are the advantages and disadvantages?
Personally I would say no but since you've got a FAST 102 I can see giving it a go. DBW may act better after adjusting the ETC scalar. I've just seen the IAC'ed versions act funny.
Bill Winters
Former owner/builder/tuner of the FarmVette
Out of the LSx tuning game
Oh I see. Anyone else out there who has tuned a DBW 102 tb?
What kind of car?
2003 RCSB Silverado
408 Iron Block
WCCH Stage II LS3 Heads/FAST 102
231/239 Cam
4L80e w/ Yank SST3200
Go with the 102mm TB. The car's I've noticed them as being a little awnry is usually stock small cube car's like 37x cubes and down. I had a good bit of trouble with a NW102 on my buddy Brian Tooley's 454 in his C5 as well but most of that was due to the slow and ignorant 97 PCM. Once we got him upgraded to a 99-02 PCM it was all good.
You'll have to play with the ETC scaler quite a bit to get the desired idle airflow within spec of the dynamic airflow (you don't have to get them to match but I usually try to so that it's a bit simpler to get the various idle airflow tables to work correctly).
James Short - [email protected]
Located in Central Kentucky
ShorTuning
2020 Camaro 2SS | BTR 230 | GPI CNC Heads | MSD Intake | Rotofab | 2" LT's | Flex Fuel | 638rwhp / 540rwtq
2002 Camaro | LSX 427 | CID LS7's | Twin GT5088's | Haltech Nexus R5 | RPM TH400
Yeah I think I heard him say something about that. We talk very regularly and he just lives 35mins from me haha. Very very knowledgeable guy for sure!
Oakley I do use the normal etc scaler that would be calculated but sometimes those numbers have to be fudged up or down to get desired results. Some TB's of the same size might flow different at XX% tps. This is why I try to dial the etc scaler in to make desired idle airflow match dynamic airflow.
Not to get the two confused but the idle desired airflow has nothing to do with airflow calculations for fueling. It is only for idle routines. What I have noticed though is if you get desired idle to match the dynamic airflow then the other idle airflow tables nearly fall in place, meaning if you add 1g/sec of airflow then technically it should also increase the physical airflow by similar amounts adding 1g/sec to the dynamic airflow as well.
James Short - [email protected]
Located in Central Kentucky
ShorTuning
2020 Camaro 2SS | BTR 230 | GPI CNC Heads | MSD Intake | Rotofab | 2" LT's | Flex Fuel | 638rwhp / 540rwtq
2002 Camaro | LSX 427 | CID LS7's | Twin GT5088's | Haltech Nexus R5 | RPM TH400
Thanks for your help James. I will definitely go with the 102 when it comes time
2003 Chevy Silverado Daily Driver, 408 Iron Block,
LS3 Heads/Intake, 231/239 114, 4L80e, Yank SST 3200.
This may be a silly question but here goes. It has been said numerous time that the most important setting is the ETC scalar setting for the 102 TB. Why is it labeled ETC and the info at the bottom for that setting in HPT even says only for vehicles fitted with ETC when the cable drive TBs obviously arent ETC?
Joe
2006 M6 GTO
APS TT
10.76@131
"The goal of tuning is for the tune to run well enough you dont need any corrective mechanisms"
If your running the cable driven 102, the ETC scalar isn't referenced. ETC = Electronic Throttle Control. So if your running a dbw 102, you have to change the scalar.
2003 Chevy Silverado Daily Driver, 408 Iron Block,
LS3 Heads/Intake, 231/239 114, 4L80e, Yank SST 3200.