I spent nearly a year in 2014 testing the tables of the LNF Bosch ecu to figure out what it all did. GM's new version is much more user friendly. Due to life's events I am no longer racing the Solstice. It belongs to a good friend of mine now. I am not on here often because I've been endurance racing Hondas the past couple years. I thought I would post my tunes as I did a lot of things differently than most others. There are some excellent tuners and friends on here who know more than me and have their different ways which are just as good. This is what I have found and the route I took through my testing.
My tunes have been tracked, road raced and road tested (dd) for several thousand miles at the current levels (23psi flat boost). Other than brakes and K04's the tunes have proven flawless in summer temps up to 100?. I've also included links to other threads I've posted that should help explain what I've done.
My tunes for different octanes are (should be lol) completely identical. The only thing that changes between them is the timing table. All other tables are the same. The key to power on a turbo engine isn't boost. It's timing. In general, the 91 octane tune made 315/345, 100 was 365/390, and the 110 was 395/4xx. The only difference between them is peak timing.
My tunes produce a completely linear throttle response. Yes, linear turbo throttle response. It is not difficult to do as long as you make all the tables work together to be linear. I shared these tunes with a few people but never posted because "pro" tuners have a tendency to copy/paste.
As a heads up, every turbo needs some tables (PID) to be recalibrated, even if it's a replacement K04 on an unchanged motor for an old K04. Every turbo spools differently. Every engine needs slightly different tuning to remove false KR. etc.
I will try to explain a little bit on some of the tables and why I do what I do. If you understand the Bosch ecu a little it will make sense taking into consideration how all the tables work together. First some links.
Some basic limits of the stock LNF engine
https://www.hptuners.com/forum/showt...of-a-stock-LNF
How to dial out false KR (hint: ADD timing where you log timing dips for part or wot)
https://www.hptuners.com/forum/showt...ow-to-tune-out
False KR on warmup
https://www.hptuners.com/forum/showt...e-kr-on-warmup
This changes by year. The 2007 would hold a flat 3? until coolant temp reached 180 and then 3? dropping to 0 fast and finally instantly gone above 192? coolant temp. The 2009 is pretty comical as the KR mirrors gas pedal movement until the engine warms up.
Optimum Spark tables
https://www.hptuners.com/forum/showt...-tables-how-to
This is one key to a linear throttle pedal. I hinted at it in the thread. I set my entire OS table to 25? differential. Why that value? I tested higher and the ecu gets pissed off and goes into limp mode because it can't respond quickly enough. You will see stock tunes run as high as 27? at peak load and redline rpm.
Why set it all to one value? This tells the ecu that regardless of pedal position I want the same torque request response.
Optimum Torque table
https://www.hptuners.com/forum/showt...m-Torque-Table
Very simple. It's torque management. Set the whole table to 100%, reduce low load/high rpm range back to stock levels to control throttle lift boost spikes. Throttle lift boost spikes can be easily eliminated. Setting this table to 100% will require the rest of your tables to be readjusted as you are now removing a torque management system.
PID tables - USE THESE TO TUNE TURBO RESPONSE
https://www.hptuners.com/forum/showt...LNF-PID-Tables
These tables will control you boost ramp (prop gain for how fast it ramps, derivative gain for target boost overshoot, integral for steady-state and throttle lift boost hang)
Cam tables and mid-range gains
https://www.hptuners.com/forum/showt...uot-cam-timing
Over 50 pulls on different octanes and engines have shown 0.3 sec gain from 60-80mph. Why? GM tuned the peak load and rpm range for the best power. They tuned mid-range (freeway cruise speeds) with a lot of overlap so the engine would spin more freely. You don't need power to maintain freeway speeds. Big loss in torque but great for gas mileage. Take away the overlap and gain free torque back.
Going to do a real brief explanation of some other tables I do differently.
If you make a table exceed 100% it becomes exponential in response. Generally, do not exceed 100% even if the table allows it. Your pedal response will be exponential and non-linear.
DAL table - note it is completely linear. This also contributes to the ecu responding to torque application in a linear fashion. For any rpm response is linear. Pedal output is linear.
Cam tables - note how they're almost all the same. Regardless of warm, cold, cat heating (even tho marked as disabled doesn't mean it's ignored) they're all the same and they're smooth)
PE table - again smooth. any table not smooth will create false kr.
Lambda efficiency table - don't touch. It affects the multipliers for too many tables we don't have access to in the Bosch ecu. Completely unnecessary to alter it and very dangerous. Can create start WOT pedal scenarios.
WGDC - again smooth to avoid false kr. I've found for the K04 that generally 78% range will get you to 23psi. It'll vary slightly from turbo to turbo because they all spool up differently from the factory. If you think you found a secret by setting it to 100% DC to nail 23.5psi on 2 bar map sensors I feel sorry for your motor.
One last weird thing. There is a transient response that occurs at 22-23% pedal position that is controlled by a table we don't have access to. It's a feel thing you will learn where it is. Just an FYI. My more aggressive OS tables make it more apparent.
I hope this info brings LNF people as much fun as it did for me. The Bosch ecu is a very difficult ecu to understand and control. As for info, there are some very intelligent tuners still on here who are still answering questions and always happy to help out.