i did two back to back maf calibrations while resetting the scanner between the two pulls. the first one is lean the second one lean?????? could i have the injector info wrong
id850
return style fuel system
2012 camaro
i did two back to back maf calibrations while resetting the scanner between the two pulls. the first one is lean the second one lean?????? could i have the injector info wrong
id850
return style fuel system
2012 camaro
Injector data isn't quite right, but it should suffice. I'd make corrections to it just in case, since these are 98.34 lb/hr, not 99.40
Gray Ghost- The abomination. 2007 Chevrolet Silverado CCSB. 98mm turbo, nitrous, 428LSX, Rossler 80E with a brake. Finally finished. 23 psi, no numbers, Slow as hell.
PBM G8- Aluminum 364, twin Precision 67/66 turbos, 6L90 trans swap, CTS-V/Vaporworx fuel system, slowly making progress.
Dads 2011 CTS-V- Stock bottom end, stock heads, LS9 cam, pullies, ported blower, ported TB, D3 goodies, and lots of nitrous.
618/618 motor
906/862 spray
Caterpillar 50 Forklift- Duramax swap
ok i switched that. but that wouldn't explain the difference between the two pulls
Is this car on a dyno or what the hell is going on? 38 kPa manifold pressure at the end of the pull? Where's your wideband info? Is this car boosted? Was that a WOT pull?
Gray Ghost- The abomination. 2007 Chevrolet Silverado CCSB. 98mm turbo, nitrous, 428LSX, Rossler 80E with a brake. Finally finished. 23 psi, no numbers, Slow as hell.
PBM G8- Aluminum 364, twin Precision 67/66 turbos, 6L90 trans swap, CTS-V/Vaporworx fuel system, slowly making progress.
Dads 2011 CTS-V- Stock bottom end, stock heads, LS9 cam, pullies, ported blower, ported TB, D3 goodies, and lots of nitrous.
618/618 motor
906/862 spray
Caterpillar 50 Forklift- Duramax swap
Well it's in PE when it shouldn't be. It should always be at ~stoich. Set your MAP enble to 89 kPA, then set your TPS enable to 5 and zero out the delay and all that other crap incluiding the rpm delay table. Set your PE to 1.280 across the board, then relog. Your O2's should be oscillating and also, on a side note, load the dyno and spot tune different parts of the MAF X-fer. Free revving the car is hard on parts, and no one really drives like the way you are tuning it. I would really only think you'd see a max of 3500 rpm or so to nail down that portion of the tables.
Gray Ghost- The abomination. 2007 Chevrolet Silverado CCSB. 98mm turbo, nitrous, 428LSX, Rossler 80E with a brake. Finally finished. 23 psi, no numbers, Slow as hell.
PBM G8- Aluminum 364, twin Precision 67/66 turbos, 6L90 trans swap, CTS-V/Vaporworx fuel system, slowly making progress.
Dads 2011 CTS-V- Stock bottom end, stock heads, LS9 cam, pullies, ported blower, ported TB, D3 goodies, and lots of nitrous.
618/618 motor
906/862 spray
Caterpillar 50 Forklift- Duramax swap
I'm looking at your B2 STFT's which shows to be rich as a motherfucker. 930mv and staying is figuratively 11.5 AFR. That's just an educated guess, but seriously it looks way too rich.
Gray Ghost- The abomination. 2007 Chevrolet Silverado CCSB. 98mm turbo, nitrous, 428LSX, Rossler 80E with a brake. Finally finished. 23 psi, no numbers, Slow as hell.
PBM G8- Aluminum 364, twin Precision 67/66 turbos, 6L90 trans swap, CTS-V/Vaporworx fuel system, slowly making progress.
Dads 2011 CTS-V- Stock bottom end, stock heads, LS9 cam, pullies, ported blower, ported TB, D3 goodies, and lots of nitrous.
618/618 motor
906/862 spray
Caterpillar 50 Forklift- Duramax swap
You can't just free rev it, the car has to have load. Start doing your pull, if it gets to far off either way you can just add or subtract to the entire maf x function.