Відео

Yeah the D dish has advantages for low compression boosted engines. But flame front propagation is still less efficient compared to flat tops for N/A motors. I always though it would be cool to have a really well engineered dedicated combustion chamber where half is in the head and half is in the D dish...you know like the piston and head designers made it work together in a synergistic shape, rather than random shapes from the parts mismatch. Who knows, I am sure they already tried that and found no real advantage.

@@SilverSurfer77 Ya I agree with you, I see what your saying. You want the least amount of area for exhaust gases to get trapped in also.

@@The0utmode excellent point about the exhaust gasses!

HAHA

My view is that less overlap is really nice because we can spray early and not have to (a) worry about short circuiting and (b) the fuel lingers longer in the combustion chamber (helping to cool and mix the intake charge better). However, the downside for early EOIT is there is more transient impact fueling effects. However, perhaps more vacuum helps evaporation which reduces the overall negative transient fueling side effects. The Gen5 DI stuff is not in my wheel house, but I really don't think there are many carryovers from port injection to that strange new world 😀So no comment from me on that. I believe the idea on advancing EOIT for cold engines to get the fuel on the hottest part of the port for the longest time - the intake valve. Heat transfers to the fuel and hot fuel atomizes better than cold. All this has to do with cold start emissions, which is the most polluting time for an ICE vehicle. I did a recent remote dyno tune on a stock LS3 (other than CAI and long tubes with cats). I only had time to try one EOIT test. Going from 300 to 580 I picked up 2 tq. But this in my opinion is within the range of error for oil/ect temp and/or dyno precision....so basically nothing. I would have liked to tried a lot more than just one test. [Stock LS3 EOIT] Bound: 520 ECT: 110 EOIT: 300 411 rwp & 412 twtq [Modified for late EOIT] Bound: 580 ECT: 0 EOIT: 580 411 rwp & 414 rwtq (+2)

​@@SilverSurfer77 Yea, I'm under the impression that it's not ultra important for port in regard to power. I ass-u-me the most benefit is occurring at idle and slightly above for large overlap cammed setups. I'm reminded of carburetion and....batch fire....*shutter*. There's also the fact that I've gotten away with not touching it for about 15 years now LOL. With that said, I'm about to test idle and startup quality on this cammed TBSS I'm currently working on, albeit stock manifolds. I also wanted to mention my take on make-up fuel. It would seem the ECU purposely shorts the needed fuel pulse knowing it still has time to fire a second one. This allows for more time to process and adjust, if needed, closer to the boundary. This obviously makes for a more precise amount of fuel delivered in the cylinder since it's closer to IVC and caused by the reason you've already stated.... transient. I don't recall exactly what you said in the video but at steady state I would expect make-up to be less active, but then again, it's a GM so who knows and at least it's not Dodge. Let's just ask Verlon LOL, dude is clearly a Guru on the topic.

@@SilverSurfer77 Also, if you like this topic, I think you'll find DI very interesting. No real calculations needed as the ECU provides you with almost everything you need in the native PID's. With that said, obviously there are many drawbacks and it's definitely a pain at times. Here's one for you. I tuned a cammed 17 6.2 Silverado on the dyno with the stock fuel system and stock fuel lobe on E85, it put down 443hp and 483tq at the peaks. Brings it back with LT4 HP pump and injectors. With the same ignition timing and AFR (adjusted injection pressure and SOI) it then put down 455hp and 500tq at the peaks but also gained as much as 30 lb/ft at 2000-2500 rpm. Clearly atomization is important kids....MKay

Thanks for the support of the channel! As far as the chart changing, are you using the latest version 1.6.2? If you are, then please send me an email with screenshots/workflow on how to reproduce. It is not doing this for me, but my testing may not be the same as yours.

@@SilverSurfer77 yessir, just downloaded it yesterday. I'll send you a short video actually.

Ideally a 2014 Chevy SS sedan (6.2l LS3), but I suppose just about any bone stock LS3 and bone stock ECM tune log would work, part throttle and WOT. If you send me an email I can help you out with your XDF quest.

@@SilverSurfer77 I have a few 14 Chevy SS vehicles with just air box, headers, full exhaust. I'll include the logs in the email or in a separate one if it gets too big.

@@SilverSurfer77sent you an email with the files

@jessemurray1757 yes I have the xdf definitions for my specific OS ID. I didn't create them though...all credit goes to Verlon for that. I am currently working on hacking BIN files. I'll get there once day, but lots to learn before I get proficient at creating custom XDF files.

The filters will show data when the filter is true. So for an example, if you have this filter (for Commanded EQ Ratio = 1 lambda): [50118.238] = 1 This will only show you data when the ECM is commanding stoich (for CL). I made this video so you can build visual filters to see exactly what is being filtered in the Chart v Time view which may help you further: ua-cam.com/video/GEnYxJd9w34/v-deo.html The Gen5 filters are differently more touchy than the Gen4 stuff. First I suggest watching this video to ensure you are not missing anything in your channel list: ua-cam.com/video/Qh_dGttZiZw/v-deo.html For Gen5 you will probably want to NOT use the Fuel Trim Cell PID and instead use the Commanded EQ Ratio in this manner (so remove the FTC filters and swap these in, but leave all the other filters): CL: [50118.238] = 1 PE: [50118.238] < 1 Some experimentation will be required. Remember, there are people out there who are professional tuners and this is their sole income. So this is a long term skill and knowledge set that takes time to become proficient at for the home gamer. Keep at it and ask questions. The HPT forum is also a great place to utilize.

@SilverSurfer77 yeah i think i am just planning on going to WB and stop using fuel trims. So if I put filters for CL and PE like ypu suggested it will SHOW only PE numbers and then show only CL numbers? And I can still add filters to filter out transients correct? If I make a filter can I post it here and you take a peak at? So to use multiple filters i just put an and in between them?

@@timothyberlinski2299 I wish I could talk you out of going OL and wideband for tuning. That is old school and not preferred. Yes, you will have to have two different charts, one for CL and one for PE and use the filters for each one. You can combine the VVE results using my VVE Assistant software. I am happy to review filters. Here is what I use on Gen5, and yes you can use AND to join them. CL: [2517.161.avg(1500)]=0 and [2517.161.avg(-200)]=0 and (abs([50090.156.slope(1500)])+abs([50090.156.slope(-500)]))<2 and [50118.238]=1.0 and [2172.161]=0 PE: [2517.161.avg(1500)]=0 and [2517.161.avg(-200)]=0 and (abs([50090.156.slope(250)])+abs([50090.156.slope(-250)]))<2 and [50118.238]<1.0 and [2172.161]=0 You may or may not want to us the last part...depends if you have a variable cam. This example is for an intake cam, but if you have a variable exhaust cam you would need a different PID. I also picked >19 degrees, but your value may differ. This is to filter for a parked intake cam: [2172.161]=0 This is to filter for a retarded intake cam: and [2172.161]>19

@SilverSurfer77 now I am confused you just said for grn v to not use the stft pids so that's the wodeband then now you say dont use the wideband? And I don't think I can go SD I cannot do MAF only, I cannot disable the MAF and as far as I know I cannot disable CL to go into SD only

@@timothyberlinski2299 I don't think I ever said that. Use STFT (or STFT + LTFT) for all CL operations. Use wideband for PE operations.

÷/-25 is a range of 50. So if the numbers are not in sequence that is a warning that your range is too large. Look at the Hz breakpoints in the Editor....for a Gen5 they are not linear. You'll either need to shrink the 25 down or use the other option to insert # of columns instead.

@SilverSurfer77 its ok I'm getting it dialed in just frustrating cause I have been logging say MAF stft, maf stft and ltft and maf wb and they are all pretty different. My Maf WB eq ratio error shows absolutely perfect but others showing needs adjustment so I have no idea what ones I really should be using

I have not messed with NN stuff yet so I cannot answer that question.

@SilverSurfer77 as far as I can tell it's basically VE tables but broken down into cam angles. Mine is run off RPM and pressure ratio

The direct injection stuff is crazy. Those lean mixtures really require a lot of timing since combustion is so very lazy.

The problem is that traditionally you drive and log, then you copy/paste into VVE and *CLICK CALC COEFF*. You see the VVE shape change...did it change for the better or worse? No one knows! That is why you copy the new VVE shape (from the Editor) into this tool. It compares the new shape against the log file and old VVE table to see if the new shape is in alignment with the fuel trims. This SAVES YOU from having to keep driving excessively around to get a new log after each minor change (aka shot in the dark) to the VVE table. Each time you paste the new results back into the VVE Paste Special tab you see the % change. Ideally they would all return to 0% when you are done with the VVE shape.

First, thanks for watching and supporting the channel! I really to appreciate it! I do not have a website and I do not advertise tuning. I am not a professional tuner, instead I do it for the love of the game. However, I do take on tuning jobs from time to time if it is the right project. I have enough to keep me busy between my day job and family. What little time is left over I have to spent wisely on my own car/garage and some youtubing here and there. So I am balanced with tuning work without having to advertise. Please email me with your setup and we can go from there. Not sure about the live remote desktop tuning session though. My approach to tuning is to achieve perfection (or close enough) and not get it done in 1 hour. I have certainly thought about doing a series of videos going from start to finish though...that would require a lot of time and editing.

@SilverSurfer77 That all makes perfect sense to me. That's probably why your content is so good. In that case, which video would you recommend that would show me from the beginning, how to set up my tune for logging, and then the scanner. Currently everything is setup for "the old way" and I'm battling these damn coefficients constantly back and forth 😑

​@@kouriedonahoo1940 if all you are looking to do is get the MAF and VVE tuned, I can do that. I have a fee and I make personal and private youtube videos using your tune and log. I narrate my changes in the video and send you the tune when I am done, then you email me the next log and we keep going until you are comfortable do it on your own. If you don't want to go that route, no problem and no hard feelings. If you want to tackle it yourself then here are the videos I suggest you watch, they will tell you everything you need to know and have the formulas and filters as well (check video description for links). If you commit yourself you too will be a blackbelt in the VVE Arts! ------------------------------- DynAir: Absolutely foundational for using the VVE and MAF tools I created and my methodology of tuning. The video desc has all the formulas and filters you need for MAF and VVE tuning. You will need to add those PIDs to your channel list. 1) ua-cam.com/video/xRZaTblSQ_0/v-deo.html ------------------------------- VVE Assistant: series 0) What is VVE and how does the math work (optional, but should really help overall understanding going forward) ua-cam.com/video/pZ7i9c0sCN8/v-deo.html 1) General mastery of VVE Assistant ua-cam.com/video/_Eiyy460C_k/v-deo.html 2) Updates for VVE Assistant v1.5 ua-cam.com/video/nnA1rA5QQ7A/v-deo.html 3) Updates for VVE Assistant v1.6 ua-cam.com/video/FEE6FUfTcio/v-deo.html 4) Updates for VVE Assistant v1.62 ua-cam.com/video/T-j7X7xFVss/v-deo.html 5) Updates for VVE Assistant v1.64 ua-cam.com/video/KLXXJLUnFOQ/v-deo.html 6) FAQ covering the frequent problems I get contacted about ua-cam.com/video/Qh_dGttZiZw/v-deo.html ------------------------------- MAF Assistant 1) ua-cam.com/video/ccF7pv1B-Xg/v-deo.html

ROFL! You are all good my man! Keep watching, thanks for supporting the channel!

I knew you wouldn't appreciate it when I saw that you didn't know the difference between "new" and "knew". If you actually find a more comprehensive guide to enable E85 let me know. I'll wait.

She's putting in some work!

You see...this is why we need YOU to start making videos! Teach us please!

@@davidreed6070 excellent!

Thank you for taking the time to comment and share! I don't like raising the min final spark since that can cause problems different problems as well (idle spark control, and all the cat light off and temp control stuff). Depending on the cam's idle MAP it can be difficult to isolate the decel vs idle region for min final spark too. The Gen 5 stuff is a totally different beast than Gen4. Have you actually noticed any significant fuel economy gains from DFCO???

@@SilverSurfer77 how is it hard to isolate? The minimum table has an RPM axis… it’s simple to differentiate idle from coastdown. As for fuel economy, it’s not super noticeable. Maybe 1-2mpg. But one other thing I’d argue is that it helps keep exhaust temps down. If you’re fueling all the time, the exhaust never gets a break. You also won’t get any engine breaking really with DFCO disabled and spark high enough to not pop. I like having a smooth transition to DFCO and then once it hits fuel cut you’re getting engine braking. For daily driving it doesn’t matter but it helps in performance applications imo. If you look at a stock 2015 C7 corvette minimum spark table, the decel regions are all 20-30 degrees advanced. They don’t pop at all and they still transition smoothly to DFCO

@@RobsHouse my current battle with a customer car is with a stock cam and a manual trans. It is burbling from 2000 - 800 rpm. The decel stays in the low cyl airmass and leads right into the idle rpm:map area. This is not an issue for an automatic with a loose converter due to where the idle MAP is. My personal car (aka shop car) is what I experiment on is an auto and the TCC lockup is pretty relaxed due to the cam, and it has to unlock on decel to avoid bucking. Due to the config, when DFCO is enabled it doesn't end up working for very long so it doesn't make a difference for MPG and due to the unlocked + loose converter, there is essentially no engine braking anyway. So it really comes down to the combo. I can definitely see a road course car (like a vette) with a smaller cam and tight converter making good use of engine braking in prep for cornering.

@ yeah that makes sense about the auto car. Mines a manual haha

I truly appreciate your kind words and support of the channel! You are a man of exceptional tastes! I appreciate the donation as well!

Yes for the most part. You can use the same concepts and apply them to the 90.

You will need a wideband to do any tuning for power enrichment (or any time the ECM is is open loop). You can tune the transmission and DOD without a wideband.

Yes he posted his findings on the HPT forum.

@ I'm also from Moscow. I'm also studying 4gen pcm. I already wrote to him on the forum.

@@promobass77 verlon is amazing! I hold him in the highest regards!

The hobby is expensive enough without adding active stabilization! It is round BTW LOL

Sometimes when the scanner does this to me I just start fresh and build the chart one element at a time to see where things fall apart.

@ 10-4. I’ll try this today. Ive tried fiddling with the filters some. It doesn’t filter out the open loop readings for some reason even with have the eq ratio 1.0 filter. Thank you sir.

It definitely makes you appreciate all the time and effort the OEMs put into their factory calibrations!

@DeltaVTX then DFCO is for you! Increase the fuel cut delay and make the entry spark -5° or so. Fine tune the delay to get the extract intensity and rpm range you like.

@DonPapito i did not! I've read many people are hearing them across the US. I figure they are military jets going supersonic.

@@DeadpanPear I've never heard is this.

​@@SilverSurfer77 Looked into it some more, you'd need a third solenoid that can independently activate the overdrive.

Overall I am happy. Unfortunately I was not able to get a before and and after dyno value, so I do not have any real objective feedback. The only real issue I have had is that a couple driver o-rings stopped sealing and the exhaust leak noise sounded like terrible piston slap. I just dropped in the used factory gasket on top of the o-rings and it fixed it. The other issue is self induced when I bought the Performance Designs XS LS3 intake manifold which required more modification to make it fit with these heads (they are raised roof runners and are about an inch taller than OEM). FED milled .036"per my request and I am running a .040" head gasket...this makes the intake bolt/hole alignment less than ideal and I am having sealing issues with the intake too on the passenger side. I am actually working on trying to solve that this week though. FYI as of last week's PRI show, BTR is/will release LS3 canted valve heads which should easily surpass these in performance (and will be able to use OEM rockers). Eric Weingartner said those canted heads "will obsolete ALL OTHER LS3 cylinder heads". No idea on pricing, but if you you can wait and afford it, I would say that is the way to go!

@@ricksouth-g1k sometimes. It just depends on the setup.

yes

N. RPM table is used in cranking. OEM should be zero until around the 1024 RPM column. No reason to mess with this table. But I mentioned in your other question since you said there was fuel smell after hot restart. So I just want to ensure this is zero in the normal cranking/start up RPM areas.

A negative value is not always a bad thing, it just depends on how negative it is, the rpm range, and the cam. However, to answer your question...to move it to zero you would simply add the negative value from the Boundary table (making the value smaller). Or you could subtract half the negative value from the N. ECT table (making the value larger).

@@SilverSurfer77 To elaborate more my question. I have a Caaro 2010 with a Texas Speed Cam (Cam Spec at 0.006: IVO 32°, IVC 70°, EVO 83.5°, EVC 33.5, Overlap 65.6, Intake 282, Exhasut 297). My issue is that I have strong smell to fuel at Iddle in Park. Using your tool it shows at CL Spray After EVC -124 in 896 column and -130 in 1024 column. My Idle RPM is set at 900

@@darkzero6282 what is your Boundary and N ECT tables set to in the idle region?

@@SilverSurfer77 Boundary 513 in all columns and ECT 110 from 68°C.

@darkzero6282 so that is a pretty early EOIT --> 513 - (2 * 110) = 293* So assume 4 ms IPW at 850 rpm (20*) ...SOIT -> 293 - 20* = 273* Your intake valve doesn't even open until 328 and overlap isn't over until 394. So I am not surprised you are getting fuel smells at idle. You need to retard your injection timing quite a bit.

No I did not change the transition times.