lean area around 2500ish rpms-2014 ctsv

[sgod1100]

Yeah I removed the whole solenoid assembly, left the electrical tied out of the way.

Needed better access around that area to run some hose, and thought it?s better sitting in a box than gathering dust in the engine bay. Can always go back. I used some bigger silicone hose too, took the tiny factory ones off.

Youre running the MAF, so youll need to disable the DTC for the bypass, code 0033 I think. If the MAF is failed, the bypass code wont set regardless.

Good deal, yeah those tiny plastic hoses are begging to be broken. Yup, still running a blended tune so I would have to disable that. Is it just one dtc then?

[JayRolla]

Yeah, I believe you did send me that log a little while ago. Mine has does it consistently with the stock TB with an airaid, with a 90mm TB with an airaid, and with a NW103 TB with a DDP (my current setup). I also wondered if maybe it could have something to do with the bypass valve causing some goofy air pulses or something? I've been half tempted to dis-connect it and see if the lean spots are still there.

I also tried that with no change. RaceprovenMotorsports posted another slightly modded V2, pretty much identical to my setup and made close to the same power as me. And just like clockwork.

[sgod1100]

I also tried that with no change. RaceprovenMotorsports posted another slightly modded V2, pretty much identical to my setup and made pretty much the same power as me. And just like clockwork.

yyup..lol. Same exact thing

[L1FTD]

Good deal, yeah those tiny plastic hoses are begging to be broken. Yup, still running a blended tune so I would have to disable that. Is it just one dtc then?

Just the one, 0033 I think. Could always leave the solenoid assembly installed and electrical connected, just not have the hoses connected to bypass or boost port.

[ns158sl]

Has anyone reached out to Dave, Jake, or Howard?

[pannetron]

Not sure this helps but... My E67 w/ GMPP OS and a VaporWorx boost referenced fuel system w/ CTS-V2 pump module shows no spikes across 2600 RPM at WOT.

[sgod1100]

Has anyone reached out to Dave, Jake, or Howard?

Jake, you referring to smokeshow? He thought it was reversion causing it. If that's who you are referring to. Dave Steck I'm assuming? I haven't reached out to him

[ns158sl]

Yeah Smokeshow. Then I'd try Dave Steck or Howard at Redline, maybe they have a work around being im sure they've seen it before.

[sgod1100]

Yeah Smokeshow. Then I'd try Dave Steck or Howard at Redline, maybe they have a work around being im sure they've seen it before.

work around= rape thee hell outta the PE table at 2500 rpm...lol

[sgod1100]

Not sure this helps but... My E67 w/ GMPP OS and a VaporWorx boost referenced fuel system w/ CTS-V2 pump module shows no spikes across 2600 RPM at WOT.

so you are using the stock FPCM from a v2? Maybe it has something to do with the fuel rail then...

[pannetron]

No stock FPCM, all aftermarket. VaporWorx system is return-less using PWM on the pump to control the fuel pressure. It reads the MAP sensor to maintain, in my case, 350 kPa across the injectors. I siamese the "downstream" end of my fuel rails together and run that line to a second pressure sensor to monitor fuel pressure. The VaporWorx controller gets its pressure reading from a sensor at the pump to avoid noise from the injectors.

[L1FTD]

No stock FPCM, all aftermarket. VaporWorx system is return-less using PWM on the pump to control the fuel pressure. It reads the MAP sensor to maintain, in my case, 350 kPa across the injectors. I siamese the "downstream" end of my fuel rails together and run that line to a second pressure sensor to monitor fuel pressure. The VaporWorx controller gets its pressure reading from a sensor at the pump to avoid noise from the injectors.

Very nice!

Just a few questions, both for the lean spots, and if I did this myself at some point..

- Is the stock FSCM completely removed/unplugged? And the Vaporworx controller is effectively taking its place?

- Are you using aftermarket fuel rails? Or did you modify the stock ones with a crossover at the end?

- Are you using factory fuel lines, pump to rail etc.?

- Is your extra fuel pressure sensor just for you to monitor the rail pressure? Not used in any pump or injector control?

- The Vaporworx just uses the MAP to increase/decrease pump duty cycle, similar to how the factory flow modes work, but using MAP instead of fuel g/s to adjust the pressure/PWM?

Interesting system, sounds like a good bridge between factory and full return setup.

[pannetron]

Answered in a PM to avoid further hijacking this thread...

[sgod1100]

Answered in a PM to avoid further hijacking this thread...

It's all good, you can put that info here if you'd like

[L1FTD]

It's all good, you can put that info here if you'd like

Im sure you wouldnt mind 100 pages of hijacking, if it lead to an answer for us all!

I think a fix might involve parting with some dollars. Getting rid of the FSCM for starters.

With all the work everyone heres done with the ECM, we mustve touched on just about every parameter. Even plenty of user-defined too.

Dont know if I want to keep throwing money at it, just to see a smooth VE. It runs good now, gets the fuel it needs.

[pannetron]

It's all good, you can put that info here if you'd like

OK! My car is a '66 Chevelle with my home-built, Edelbrock supercharged LS9 clone. The E-Force blower kit came with nice fuel rails. Fuel line from CTS-V2 pump module to a Y in engine bay is 8AN PTFE lined, stainless steel mesh, vinyl covered hose, forget the brand. 6AN lines from the Y to the front of the rails, 6AN lines from the back of the rails to a T and the downstream pressure sensor. The downstream sensor is for my peace of mind. Before i installed the VaporWorx system and the CTS-V2 pump module, I had a ****Lab PWM return style system with a pump that would eventually lose pressure and leave me stranded. Now I log that "final" FP value to make sure the fuel system keeps up to its task. The VaporWorx system is really well engineered and available in a variety of configurations. I'm OK spending time and money if it actually SOLVES a problem :-)

[sgod1100]

Im sure you wouldnt mind 100 pages of hijacking, if it lead to an answer for us all!

I think a fix might involve parting with some dollars. Getting rid of the FSCM for starters.

With all the work everyone heres done with the ECM, we mustve touched on just about every parameter. Even plenty of user-defined too.

Dont know if I want to keep throwing money at it, just to see a smooth VE. It runs good now, gets the fuel it needs.

Exactly!!! Yeah, up to this point I'm ok with raping the PE table and making a few areas of my maf curve slightly richer for CL operation.

[GHuggins]

OK! My car is a '66 Chevelle with my home-built, Edelbrock supercharged LS9 clone. The E-Force blower kit came with nice fuel rails. Fuel line from CTS-V2 pump module to a Y in engine bay is 8AN PTFE lined, stainless steel mesh, vinyl covered hose, forget the brand. 6AN lines from the Y to the front of the rails, 6AN lines from the back of the rails to a T and the downstream pressure sensor. The downstream sensor is for my peace of mind. Before i installed the VaporWorx system and the CTS-V2 pump module, I had a ****Lab PWM return style system with a pump that would eventually lose pressure and leave me stranded. Now I log that "final" FP value to make sure the fuel system keeps up to its task. The VaporWorx system is really well engineered and available in a variety of configurations. I'm OK spending time and money if it actually SOLVES a problem :-)

Did you have the lean issue before and is it now 100% gone without trying to work around it? Rail kits aren't that expensive and I could see the 1 into 2 point choking things off.

Just not sure why some still don't do it if it's a mechanical flaw.

[Alvin]

I'm sorry for not being completely read into this problem but could someone give me a summary?

I've done a ton of CTS's and LSA's. I actually even did the first production LSA CTSV ever made for Rick Hendrick before they were out. I personally daily drive a '17 SS with a LSA. Never noticed any lean spikes. The VVE table will have a hump at lower RPM/high boost that falls a bit before taking back off. I also set most up in SD only because you can hit the same spot in the MAF passing someone on freeway with 6th gear/locked TCC and be lean but rich if you did a standing start full throttle pull.

Those having problems... have you tried going 100% SD?

Turn off injector desoot mode?

The VVE table will definitely look different than a NA, centrifugal, or turbo.. but similar to any other whipple/magnacharger VVE table.

Lastly, I'll often even do stock cammed but high boost LSA's in speed density just to get rid of that spot in the MAF table that is sometimes rich sometimes lean depending on the situation.. If you plot deviation on the MAF table you'll see what I mean.. That is how far off on average from the average are samples. Good example would be 0, and 10 would have the same average as 4 and 6 but the later has much less deviation.

[Alvin]

Attached are two VVE tables from the last two CTSV's I did.. My notes say one was a 388 with 231/247 duration cam 1300 ID injectors

The other was a stock CID 223/235 1050 Id injectors

I don't even remember the cars to be honest. I just wanted to show what I find to be a typical looking VVE table for a LSA or really any PD style blower.

Capture2.JPGCapture.JPG