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SilverSurfer77
United States
เข้าร่วมเมื่อ 20 ส.ค. 2006
This channel is filled with really neat stuff.
วีดีโอ
Ignition Timing : RPM : Burn Speed
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Set your competition on fire with professional ignition timing tips. Here are the videos I mentioned in the video @SalterRacingEngines th-cam.com/video/Peh4_R3oZbM/w-d-xo.htmlsi=sCFePpR84dvGx5RS @WeingartnerRacing th-cam.com/video/MYYA9iihp6Q/w-d-xo.htmlsi=ZD16435_uBTELcGp&t=538
I got to tune and drive a rocket ship!
มุมมอง 2.4Kหลายเดือนก่อน
Built by @@sarasotasupersportperformance ~2790 lbs and 436 rwhp / 438 rwtq! New youtube videos of this car will drop this weekend showing it racing a Mustang and Porsche! Here are some more links with more info and better production quality: th-cam.com/video/mC5bKtEfQag/w-d-xo.html th-cam.com/video/MMdRwQWqGaU/w-d-xo.htmlsi=nSGWvkUdBw_foHzA th-cam.com/video/eD9v16L194M/w-d-xo.htmlsi=mw-jeCjycm8...
Filter Like an Ace
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How to know exactly what your filters are doing Example Filters/Math: drive.google.com/open?id=1nGPXXPY4DFHuzTD42Zt1FT1IGSfyT-EE&usp=drive_fs
Hot Starts: My Journey Through Heck
มุมมอง 5442 หลายเดือนก่อน
When fuel, air, and spark don't even come close to touching you hot start problem, may injection timing is the culprit. Be sure to check out Andrew's channel! @andrewd843
How To: Combine Trans Gear and TCC Lock Up in one parameter
มุมมอง 3582 หลายเดือนก่อน
TH-cam does not allow greater than/less than symbols in video descriptions apparently lol so just replace "(greater than)" with the symbol: [50072] ((([4340.91] (greater than) 100)=1)/10) Special Thanks to HJTRBO from the HPT forum on the syntax!
Encyclopedia of VVE Knowledge
มุมมอง 8873 หลายเดือนก่อน
This video won't be for everyone. We will take a deep dive into all the MATH the ECM uses for Virtual Volumetric Efficiency (VVE). Link to the demo VVE spreadsheet calculator to play with the math: docs.google.com/spreadsheets/d/1UMjDFBDYNlXCN0jpFN26QxpXGHSP0v97/edit?usp=sharing&ouid=101102284141257236174&rtpof=true&sd=true
Admin Note
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A question/solution for those of you trying to edit/access files on my Google Drive: drive.google.com/drive/folders/1-T7fg0-0NGskLrnhuv8RHZasi8PNAaPI?usp=drive_link
Free Degree Wheel Raffle (Status: CLOSED)
มุมมอง 1495 หลายเดือนก่อน
Consolation Prize to print on paper and glue to cardboard: drive.google.com/open?id=1QR6NfIqkTzwXnJDlRYp0Nkl39mrtcDWu&usp=drive_fs
Any Interest in a Free Raffle?
มุมมอง 1646 หลายเดือนก่อน
For all you dedicated fans...I LOVE YOU ALL! This is for you! Details will be announced soon. Let me know if you have any ideas for a different/better prize? Perhaps I will do more free raffles in the future.
Dealing with Knock: Part 2
มุมมอง 9086 หลายเดือนก่อน
Part 1: we will look at the physics and chemistry involved knock as well as the controllable and non controlable factors that play into this scenario. Part 2: deals with the knock and knock sensor tuning in HPTuners. Google Drive with PowerPoint and Scanner Layout: drive.google.com/drive/folders/1PqD1DYLG-sKGWIUwTzyMprV0TogOxVPB?usp=drive_link
Dealing with Knock: Part 1
มุมมอง 5096 หลายเดือนก่อน
Part 1: we will look at the physics and chemistry involved knock as well as the controllable and non controlable factors that play into this scenario. Part 2: deals with the knock and knock sensor tuning in HPTuners. Google Drive with PowerPoint and Scanner Layout: drive.google.com/drive/folders/1PqD1DYLG-sKGWIUwTzyMprV0TogOxVPB?usp=drive_link
VVE Assistant v1.6 update
มุมมอง 9906 หลายเดือนก่อน
Download: drive.google.com/drive/folders/1-Y4fORr6xiAfVSmZkSrXC1tN6y6XbMuR?usp=drive_link
Gen 4 ECM's Can't Handle Speed Density
มุมมอง 1.8K8 หลายเดือนก่อน
Gen 4 ECM's Can't Handle Speed Density
True VE% for Gen4 | Chemistry & Math FUN
มุมมอง 6198 หลายเดือนก่อน
True VE% for Gen4 | Chemistry & Math FUN
Addressing the most common issues people ask me about
มุมมอง 1.6K8 หลายเดือนก่อน
Addressing the most common issues people ask me about
Rooting Around Inside the XS LS3 Intake Manifold
มุมมอง 3369 หลายเดือนก่อน
Rooting Around Inside the XS LS3 Intake Manifold
Saying 'Hello' to My MONSTER! (part 2)
มุมมอง 5559 หลายเดือนก่อน
Saying 'Hello' to My MONSTER! (part 2)
Performance Designs XS LS3 Intake Manifold Unboxing
มุมมอง 1.5K9 หลายเดือนก่อน
Performance Designs XS LS3 Intake Manifold Unboxing
Get ready for a new age in VVE tuning!
มุมมอง 1.6K11 หลายเดือนก่อน
Get ready for a new age in VVE tuning!
I have increased my integrals on the right and reduced on the left. Also halfed the Over under spark tables. Idle is stable enough to stay running!
Halving these also made my cam sound less lopey and slightly better take off (M6 trans) Doubling them made it lope hard and was kinda a slug taking off. weird
The MBT table is used to calculate the actual timing desired from a given torque value requested. ECM calculates all the max attainable values and compares to this MBT table to calculate % torque loss from spark retard.
SilverSurfer77 @8;33. Please help me understand.I always thought the retarding timing would increase exhaust gas temperatures.What am I missing here?
Yes you are absolutely correct. Starting the combustion process later (retarding the ignition) causes fuel to continue burning as the exhaust valve opens. The exposure to open flame transfers heat to the exhaust valve and exhaust headers much better than hot gasses created in the cylinder during a 'normal' combustion process. Heat is energy and the goal of the heat engine is to harness that heat as kinetic energy. Advancing timing to the correct spot will do this. Retarding ignition causes that heat to get absorbed elsewhere.
@rickriede2166 at 8:33 I'm taking about excess heat/pressure in the cylinder causing knock/detonation. The only option is to back off timing. There is an acceptable range of timing that's not going to really increase EGT.
Very good Info. Thanks for sharing
Good stuff! I'm a DIY street tuner myself (Ford Spanish Oaks ECU using VCT....09 Ford Mustang GT w\ 4.6L V8) & I'm not on your level but I looked at this concept by simply using a gasoline constant total burn time rate in crank degrees of 40* max (I understand that this isn't the best.....but if you don't have access to a dyno, then you gotta do what you can do to keep from just throwing a lot of mud against a wall to then try to see what sticks..........) against the actual calc'd piston position in bore from TDC according to rotational crank degrees that matches up w\ the fuel burn time in crank degrees w\ an optimal target of 10* ATDC for max cyl pressure generation & I deemed from all this that any spark timing in excess of 20* BTDC (calc'd piston position at same CA is .140" from TDC putting calc'd piston position at 10* ATDC at .03" from TDC across 30* CA of fuel burn time......used Wallace Racing's Piston Position Calculator) is potentially creating what I believed was excess parasitic pumping loss so I stopped advancing any spark timing in BKT\MBTspark timing maps after 22* BTDC & started advancing etarding engine cam IVC timing thru VCT mapping as needed to adjust the dynamic compression side instead to increase\decrease the actual total safe cyl pressure as needed.......as long as I didn't negatively disturb the airflow thru the cam's IVO-EVC overlap triangle timing around best TQ @ 17*-20* VCT cam retard timing (I use DESC 2 Emissions & Volumetric Efficiency software to run VE calcs off datalog data to make sure that I don't mess it up)........after setting A\F to proper ratio in OL PE fuel map & monitoring the knock sensors for knock. So far, from all my datalog data gathering after each reflash & test (I'm using HPTuners as well), this crude scheme is producing some pretty good HP\TQ results (I use the HP equation in line w\ the ECU's EBKTQ calc......the HPTuner HP\Dyno math graph in VCM Scanner..........again, gotta use what you got at your disposal) down in Mexico while at the same time is also producing some stellar emissions results across the board (I monitor the Cat CE Ratio results thru the ECU's IM Readiness Mode 6 Self Check reports using Forscan over time running MagnaFlow #5461336 CARB-cert TWC cats.........most think this is measuring the cat's efficiency alone but IMHO in reality it is actually measuring the engine's operating efficiency thru a set of EPA certified legal cats as the only gasses a cat can process are what is sent into them thru the engine's exhaust post combustion.......the more efficient the engine is at burning the A/F it ingests, the LESS HC, CO & NOx the cats have to process\break up thus the engine in turn is producing\extracting more HP & TQ from the A/F it has burned thus the cat's operational CE Ratio numerical result is lower until the max total produced exhaust poundage referenced by VE% starts driving the CE ratio upwards from sheer exhaust volume starting to overwhelm the cats ability--or capacity--to handle it........avg current Cat CE Ratio is running around .050, max achievable CE Ratio efficiency is .000 along w\ max threshold for emissions passage is .660 running a set of FRPP Hot Rod cams w\ Kooks 1 5/8" LTH's @ 93% VE using all MY period correct emissions settings in tune calibration thus no tuning "tricks" being applied\used). This also gives me tactical feedback on how well (or not) I'm tuning........ I especially LOVED your gasoline burn rate spreadsheet...........that really opened my eyes & helped verify that I was actually going in the right direction........even if my method(s) are ham fisted & very crude!
Dang man that sounds like quite a process you have! Might be worth it at some point to rent some dyno time and verify and fine tune it.
@@SilverSurfer77 Yes I intend to do that...........if I can find a shop that will rent out dyno time so I can do the tuning myself.........this is practically non-existent in my neck of the woods thus why I'm doing this w\ my crude methods......... I know that the ECU OS calc's TQ based off airmass using the MBT spark advance\spark advance correction tables which isn't the same as dyno calc TQ using the weighted roller w\ eddy brake setting a resistance factor then measuring the load against a strain gauge from the angular velocity of the roller created by the engine TQ in a 1-to-1 trans gear ratio in steady state to then calc HP (follows James Watt's original TQ equation to then calc HP). So I also use DynoSim 6 software (simulates an engine dyno) to back check the modeling to flesh all this out as best I can do to try to check off all the boxes I can w\o being on a chassis dyno.
@@dalelockett2619 Yeah I have the same problem here. Shops don't want to rent out dyno time and they are only interesting in you paying them to tune the car on the dyno. I had one shop tell me since they didn't do the build they don't even want my business. I suppose that is a symptom of having too many customers (good for them I guess). Anywhoo I am about ready to buy a tandem axle trailer, flip it upside down, and use that the basis for a home made dyno.
Fantastic! This is the thought process I had years ago, well before computer cobtrol. Mostly timing, cam selection, and gear ratio considerations. Thank you VERY much for takjng the time to produce this jewel. --Fink
Set my EOIT to 400 and 0s in the rpm table, made a big difference with my 230/242 cam. No raw fuel smell even at idle.
Oooooo can’t wait to hold you accountable when my engine goes boom booms I never watch the first minute or so, so any disclaimers are now null and void. So when will my new crate hellcat motor show up? Lmao thanks for the video man
LOL made my day!
@@SilverSurfer77 good shit man! lol I want to get into tuning really bad but A I don’t have the device and 2nd I’m to scurd so yeah I still like learning about it tho
@CamelGarage even bull riders are scared of getting on a raging bull. They have respect for the beast. If they don't... then something is wrong with them! Anyway, you should approach this with a heavy dose of respect. There are plenty of easy things to mess around with while learning and there are tons of tuning schools and courses to purchase (well worth it). And finally the HPTuners forum is a great place to ask questions and learn from the real pros! Good luck on your quest!
Been reading lots and lots on the HP tuners forum and your thread(s) on tuning maf and vve simultaneously have been very interesting reads. I bought my Eforce-cam-e85 C6 "built" by a well regarded shop in the chicago area and the more I learn, the more appalled I am at what passes as a "good" tuning shop. I'd be more than happy to donate a tune to your research along with the driving impressions I have of it if you want!
Well look at it this way. Most people go to the grocery story and are happy to buy over the counter tomatoes, they may be cheap ones, or expensive organic tomatoes. But then there are fanatics who think over the counter tomatoes are terrible and have to grow their own in their own garden. Both groups of people are happy with the result. One group gets cheap tomatoes right now, and they think the home growers are crazy due to all the time, labor, and expense of growing tomatoes. The home growers have a different set of goals. It is the same thing with tunes IMHO. How picky are you, and are you willing to do the work and learning and trial and error to make it perfect? Shops and professional tuners just do not have that kind of time. Most tuning sessions of 2-4 hours are really only long enough to cover the basics. But I agree with you, there are a lot of sloppy professional tunes out there. I wonder how many "big time famous shops" out there are really just a guy on Facebook saying "I can help, check your DM" LOL
@@SilverSurfer77 Spot on analogy and I agree about the time constraint limiting how thorough they can be. If I was the professional I would find it difficult to offer both a quick/lazy tune and a "perfect" tune for different prices.
Thanks for the Tech The Crazy Old Man In The Yucatan TCOMITY
You are welcome!
You are welcome!
Great information. I'm working on doing my build...'19 GMC 2500HD, with the L96. Them square port heads don't do a thing for torque, but I believe they can be improved. I've been watching you, and 2 other tuners, learning as much as I can. This information can also back up to proper cam selection. Along with you BOIT/EOIT info. Now to just make an educated guess, and see what happens.
The "rectangle port heads kill power down low" myth has been debunked numerous times.
Lots of good information thanks for sharing!
Its always surprising to me that the channels with the most quality information dont seem to get as many views as... we'll just say less informative channels. I operate an engine dyno 5 days a week, and more often than not am running with cylinder pressure transducers and combustion analysis hardware and high speed data acquisition. It's nice to see people promote proper ignition timing... its a pretty rare thing unfortunately. Smooth ignition tables are important, and there are a variety of reasons each cell in a timing table isnt just parked at MBT. VE tables on the other hand... so many people think they need to be these big, arcing, smooth, pretty graphs. Thats generally not how air flows through an engine. Intake runner length, IAT, atmospheric conditions... many things influence airflow. It is not perfectly smooth. Even fuel rail dynamics can affect VE tables. And these things are also found by running with things such as a laminar flow element to measure actual airflow. In my opinion, a perfectly smooth VE table is not a realistic representation of airflow. But thats not what most youtube tuners would have you believe. Being lucky enough (or unlucky if it doesnt interest a person) to calibrate engines with measured air flow, measured fuel flow, measured cylinder pressure, on an eddy current dyno, and the ability to run at any point for hours on end, makes calibrating an engine almost elementary. This has brought to light two things for me though... There are a whole lot of people out there, good intentions or not, spreading a whole lot of misinformation about how engines work. And secondly, "tuning" an engine with nothing but a laptop making pulls in a car and looking at spark plugs feels totally blind lol. But, you do what you can with the information at hand. Thanks for the great videos, its nice to see someone presenting good information! Also, I think a PV diagram would have been an excellent accompaniment to your explaining of cylinder pressure vs exhaust valve opening.
Thank you for the kind words and support! Sounds like you have an awesome job, i am totally jealous! I think you should make a video, I would love to hear the tales from the dyno cell! Any chance you can elaborate on the comment you made, " there are a variety of reasons each cell in a timing table isnt just parked at MBT"? Also, important question, are you seeing 12-15º ATDC peak cylinder pressure to make best torque with you modern transducers?
@@SilverSurfer77 So a few reasons timing might not be set at MBT in every cell in the table would be knock margin, smoothing or blending for drivability purposes, and the effect timing has on NOX emissions. Now of course all of this varies greatly depending on application. An oem manufacturer is going to have a significantly different objective when creating a calibration for a mass produced engine with a warranty that has to be emissions compliant, than say an enthusiast working with one engine. And of course the differences between a daily driver versus a weekend cruiser versus a race car all drive different needs. And ultimately, there is no absolute way things have to be done. A lot of it is personal preference at the end of the day to be honest, from an enthusiast standpoint. 12-15° ATDC is pretty accurate for MBT. However, much more emphasis is placed on what crank degree a percentage of mass fraction burned is occurring at. 50% MFB is one of the most common metrics, but many look at what crank angle 10% 50% and 90% MFB occurs at as well. Something many people dont realize when they pull a ton of timing all the time for traction control, launch control, or just plain old power reduction, is that their EGT's go through the roof and the exhaust valves are hating life! I'd maybe consider making a video, but honestly it would be so generic I dont know that it would be worth it. Unfortunately, due to confidentiality for work, I wouldnt be able to delve in to much of anything specific.
@@ericmiller4285 great info! Thank you for replying. I am curious if you are able to share the name of the company you work for? if not, that is OK, I don't want you to get in trouble! I have subscribed to you just in case one day you do decide to make a video!
20:17 I've often thought that Real Time Tuning was the way to go since you could see the MBT torque on a dyno and adjust on the fly instead of having to do a pull then flash. Especially with the E67's rich after flash issues taking so long to base out. I've been shot down a couple times on the HPT forum for asking about RTT and was told it didn't matter and nobody uses it. What do you think?
Oh absolutely! I know RTT was a thing on the Gen3 stuff, I am not sure if it is technically possible on the Gne4 or not. But I would LOVE to have RTT capabilities! The possibilities of doing this for EOIT testing and spark timing would be an absolute game changer!
@@SilverSurfer77I ran it by the powers that he at HOT and they said absolutely not will they be doing a RTT for the gen 4. Sucks.
@@fasnuf that is too bad.
Thanks for keeping the great work 👍
This may be a dumb question, does this work with the e40 ecm VE? As in, my ecm doesn't have VVE, just the primary VE table under airflow, general. I don't have the zones or coefficients like on the e38s
Not a dumb question at all! The answer is YES you can. In fact, I have switched over from the OEM VVE OS to the HPT 2Bar SD OS and I use this tool. While you don't need to worry about the computer calculating the coefficients, you essentially are doing that manually when you copy/paste special and then smooth and blend by hand or by using the smoothing tool in the HPT editor. So you can use this tool to ensure after all the smoothing you did, that you didn't go too far or too little.
Using the maf analyzer, so far so good. but if i try to highlight the Hz Range +/- and i try to type 25. It buffers for a minute and just goes up or down 1. Trying to go from 50 to 25 would take me like 30 minutes. I just downloaded this today 8/12/2024 and I downloaded the most recent one (jan 10) off the google doc. May be something to look into!
Hmm I am not sure...everything work ok on my end. There is usually some delay when changing the value as the code has a lot of data manipulation, but nothing more than a second or so (at least on my laptop). Are you typing in the number or using the up/down arrows? I would definitely type in a number (never use the arrows). What happens if you put in 25 Hz before you paste in your first MAF table?
Realize this is old, but i have had a set of comp trunions for little over 75,000 miles now. They show almost no wear on them and i got a .640 lift cam with some pretty stiff springs. The only reason i took them off is because the heads are away getting cnc ported. Doing a mild refresh on the motor. I plan on running the same comp trunions when it goes back together. I cant speak personally about the che bushings, but ive heard its not uncommon to see quite a bit of bronze flaking in the oil filter after short mileage. Under 20,000 in some cases. Just my $.02
I am glad your trunnions are working out for you. I am curious how well they fit in the rocker stands. Are the loose and wobbly like mine here in the video?
@SilverSurfer77 no mine actually fit like factory, I kinda looked at them as basically a factory fit with snap rings. To be clear I think the che is a great piece too. I just wasn't sure if they would have the longevity of a roller bearing with big spring pressures. Sounds like we've got opposite experiences lol
@@sikrandall83 when did you guy your kit? Do you still have the part number? I got mine in June 2015 PN 13702-KIT. Maybe they fixed some issues since then?
@SilverSurfer77 oh shoot man, it's about 5 or 6 years old too. I'd have to look and see, but I honestly have no idea what the part number was now
Air calc mode=normal does not mean VE only and high speed does not mean MAF only, unless in PE. Log dynamic air and compare it to maf air/ve air. You'll see, ss77 knows this. If the maf fails and it creates a major drivability issue, that means you need to fire your tuner because they did not tune vve.
Your videos and software are awesome, its hard to believe they're free for us to use! In your software it seems; EOIT = (Boundary) SOIT = (boundary - (normal ect + normal rpm + makeup ect + makeup rpm) On the forums and in the hpt editor it seems; EOIT = boundary - (normal ect + normal rpm + makeup ect + makeup rpm) SOIT = EOIT - (calculated pulsewidth + all IPW offsets) Do you know which is correct or if I just missed an explanation of it in your videos? Just an observation and looking for some clarity if you have any. Thanks for all you do!
I believe there are a lot of misunderstandings when it comes to EOIT. I believe a lot of what I said and claimed in this video are also incorrect. I am doing a lot of studying with an oscilloscope to test. The initial results are shocking to me. I do plan to make another video when I have some more testing done. I did post this today on the forum. Stay tuned for more details in the coming weeks! forum.hptuners.com/showthread.php?111145-Make-Up-Mode-you-wiley-devil-you&p=793842&viewfull=1#post793842
@@SilverSurfer77 Looking forward to your discoveries! What you're saying in that thread about makeup is more along the lines of what I have came up with. Makeup is more for low RPM (less than idle, think a stall) when the controller decides it needed more fuel in the first/main pulse. It then can use the makeup to reach desired fuel mass as long as its; A) in the same injection window and B) before the boundary angle has been reached.
I think the channel is SIU Automotive. He’s got a 6 video series on the 6l80e
Your channel is a godsend to my L96 and 6l90. I'm just gonna absorb this because I don't know why my LT fuel trims do what they do but it runs nice enough. If you're bored, could you answer why my combo came with two MAP sensors? It's from a truck, but I am not running the one designed to be in front of the MAF. I just found it so strange, I think it's called TIAP and I'm unsure if I should change any settings. No one seems to believe my harness has two MAPs lol.
Glad you are finding the channel helpful! I have never worked on a TIAP before...but there is at least one patent talking about using it to detect a dirty/clogged air filter lol patents.google.com/patent/US7509845B2/en I don't have any experience with it though.
@@SilverSurfer77 Thanks for the answer! Just more confirmation it's not needed haha
Okay I think this is the video I need to figure out the 6l90. I probably still wont touch it for a while but at least I'll start understanding it.
The problem is, there is no standard to compare to. Maf, map, o2, injector data, none are exact. Maf may be reporting to much air in that area.
This is exactly why I use the Dynamic Air channel (grams/sec) and multiply it by the fuel trim (%) to calculate the correct airflow into the engine. There is room for error, however, it eliminates a lot of other sources of error including user calibration of MAF and VVE, ECM modeling for ambient temperature, humidity, and pressure, injector characterization, as well as other sources of engine wear and vacuum leaks etc. This is also the method I use to tune the MAF and VVE itself (as demo'd here th-cam.com/video/xRZaTblSQ_0/w-d-xo.htmlsi=hoWORg40lMFSHzC2).
@@SilverSurfer77 Hey thanks, that will be useful. Are you using Norrin Radd's power cosmic in tunning or just chem engineering? 😁
@@davidwickboldt712 I have no idea what you just said, so I am going with "no" lol
@@SilverSurfer77 <-- that made me think you were a comic fan. Norrin Radd is the Silver Surfer who has cosmic powers.
@@davidwickboldt712 oh hahaha actually I never was into comics! SilverSurfer was just a name I used on the forums back in the day because all other user names were taken. So after the first forum, I decided to keep using it on the others so I didn't have to remember it (this was before browsers would remember your user/pass). The ball kept rolling into 2006 or whenever I created my youtube account....which I never thought I would start making videos. In hindsight I should have picked a different handle. Oh well!
My truck has been absolutely doing this and I've been trying to figure out what was happening. Thank you for this video and saving my truck
I know this video is old but i have a genuine question, got a 6l80e in a 2009 sierra, 4000 stall converter, it pulls tons of timing during shifts to the point it completely bogs and cant figure out what to adjust, is there any other parameters that need to be adjusted?
How much timing is a ton of timing? If you have a 4000 stall then you probably have a really big cam, right? Torque Management [TCM] 560x table play into this with [ECM] 12704. However, the Minimum Final Spark [ECM] 12701 table also factors in. At a min set your torque ramp to immediate so it recovers faster. Also, shift time does play into this as well. This entire playlist covers all these topics. Watch it all and let me know if you still have any questions... th-cam.com/play/PLRh-HgbRQTHB-3UfFMRVeoqDl2MvjEnZy.html
While this may not directly apply to Gen 3 stuff, its quite helpful. The thought process, what desires should be considered an acceptable idle, the workflow, etc, is all much the same for any engine. Thanks for the great video!
I know it’s an old vid, hoping to get a response. How many miles have you put on with the CHE upgrade? Currently gonna have a rebuild and trying to get any information I can on these before making a purchase.
I had put on about 12k miles on the first set. I would have kept running them except I did go to an aftermarket cylinder head (Liberty casting which is 1" taller and uses custom rocker stands). I probably would have been fine to keep using my original set, but I decided to get a new set due to any potential changes in geometry. I have no issues or complaints with the CHE kit. They are the gold standard if you ask me.
@@SilverSurfer77 As far as the rocker stands, what was the difference with those compared to the stock ones? I’m just really nervous about going through with the build and something happening with the stands or rockers themselves and something failing on me then ruining the engine. Also thanks for the response!
@@rolandcarrasco2717 the blue ones in the video were CNC billet from Livernois motor sports. Livernois claims OEM rocker trunnion bearings fail due to the flimsy cast OEM rocker stands. Even though I went with the CHE trunnions I wanted extra valve train stability with these stands. They also have an option to get with them ARP bolts which I did (although in hindsight I should have just purchased ARP rocker studs). My current heads are the FED M311's which have a different bolt hole spacing which requires a different rocker stand. You can see them here: th-cam.com/video/eeeyVY2-g70/w-d-xo.htmlsi=WQVYhgsSowF66BJ6&t=280 Don't be nervous. I don't know the specifics of your build, but you should be fine with just going the CHE route. You might want to take a look at the BTR shaft mount system though. Moderately priced and has the advantage that several rockers are tied together with a common shaft that is anchored with several bolts, so that increases stability over a single bolt per rocker. The downside IMHO is that it uses the needle bearings and that makes me nervous. Maybe I am just overly nervous though after my experience with Comp bearings.
@@SilverSurfer77 I’ll look into the Livernois with the studs. Is going with studs vs bolts preferred or is it a personal preference thing? Going with the 224r cam. Not really focused on heads right now just because I wanna get it built and done already but now I know I can check out your build to give me a good idea how those heads run and what I’ll need to do for them.
@@rolandcarrasco2717 I think it really comes down to how fast you are going to spin the motor. More RPM's = Need for Valve train control. My motto is "aint no kill like overkill" and considering the valve train is the weak point of the LS motors, it makes sense to beef up this part of the motor. I am guessing with a 224 cam you are not going to spin very high...and CHE bushings with OEM rocker stands and bolts are going to be fine. I have a 233 cam and shift at 6900-7000 rpm at WOT. You can always add the CNC stands and ARP hardware later, it is not hard to upgrade after the motor is built.
I run small OHV single cyl solid roller Honda GX200/harbor freight 212 big bore, big big stroke, making 42 HP. Took a lot of time and $ for sure. But now I’m looking at titanium intake valves and such as I always have built engines with my father specifically small block fords, and I grew into having LSs of my own. This is a very interesting subject. I woulda liked to seen all the components, valve, springs and ret. And keepers all scaled together, to show the difference in the stock valves vs SS vs Ti valves. I wonder if anyone’s done the study on if I could run a Ti intake valve of course, but what about a Ti exhaust valve in a N/A methanol/nitro environment I wonder if it would live with the v train being SO light. I’m affraid you may get into cracking pistons and crankshaft deflection once you lighten your top end as such. You must have a crankshaft that can handle the rapid climb in RPM, from personal experience, a balance job goes along way. I’ve seen bent Bryant billet crankshafts in big 959 cubic inch plus also happen from bad bad harmonics. Well if you ask me yes it can all start in the crank, but a lot of times a uneven valvetrain can piss everything off, in tern distorting the crank, that’s where a lot of drag racers in specific will see the loss of crank trigger communication at the finish line. 8/10 times it’s because the end of the crank was so distorted it caused the reluctor wheel to short itself! In my case, that’s over .060!! That’s ALOT for even a BILLET tool steel crank! I have been seeing this become a huge issue within the gen 1 coyotes and even Gen 2 ford coyotes. And with lighter chains heavier # valve springs and the whole 9 on a stock sleeved aluminum block, stock heads.My point is I belive sometimes the actual casting makes the world of difference. We run stock 2018 GT350 cylinder heads on a billet aluminum BRAD ANDERSON Coyote , with STOCK CRANKS, and harmonics somehow are a THING OF THE PAST!!!!
With a friends junkyard iron block 5.3, we put a set of MAST cylinder heads on that sucka, Brian Tooley BTR cast intake, Holley EFI, TRUE NORTH TURBOS 102/98 Methanol, Reid case 400, 4 link 92 fox hatch back, car fit all steel all glass rules. Car weighed about 2950-3000 pounds fully setup, we made that sucker run a 4.58 @ 161 MPH on 40 pounds. Of course we have our guys at TKM drop top fuel receiver grooves into the block, as the heads hold the hoops. Those mast cylinder heads had absolutely no problem spooling that BEHEMOTH OF A TURBO. Takes 5.5 seconds to hit the 3 step ready to go. I do not remember the exact model, but they were one of their nicest set of cast heads. Tbh they look billet how nice they are. Best thing you can ever do for a LS. Those big valves assist greatly in your fight to finding RPMZ believe it or not, especially in a NA/NOS application. Our secret to spooling that turbo wasn’t just the heads. As you know you can have the best heads known to man, but without the right camshaft, your worst off than you where before. We ran a damn SUMMIT RACING STAGE 2 BLOWER CAM😎😎💪🏻
Great video, how do you filter shifting data when doing ve log on E67 ecm, thanks.
Thanks for watching! I use an all inclusive set of filters to remove all transient conditions, I have a link to the filters in my google drive (this video description has the link): th-cam.com/video/xRZaTblSQ_0/w-d-xo.htmlsi=qRgF7DZN4nHWKhRn
@@SilverSurfer77 thanks keep up the good work 👍🏽
Amazing video. This is the first one I’ve seen that matches my program. Very easy to follow!!! Thank you sir.
I am doing a Ls3 swap in a 03'Crown Vic Police Interceptor. Ls3/6L90E. It's a project with and for my grandkids and wife. We have fun doing this.
I want to see a stock Ls3 rod mod intake with nothing else. No cam or anything. Everyone keeps doing it with ported heads and cams.
I agree this would be nice. But I think in the real world, most people are going to upgrade other areas first on a stock LS3, like CAI and headers which offer more bang for the buck. The rod mod is just one of those last ditch effort for any remaining airflow.
@SilverSurfer77 That's true!!!! I am running BTR Ls3 Stage 2 V2 .619/.617 113 Lsa cam. So mine will not be stock either lol. Good information tho thank you. Your channel just popped up on my feed. I'm glad it did. You have alot of great info. I'm just doing videos for my grandkids to maybe learn from and they are having alot of fun with it. If they can't be here with me wrenching, they watch the videos to stay up with the progress of the swap. I am a long ways from worrying about the intake just yet. I still need to the heads and then I can finish the engine. I just have the heads and a truck intake on so I can work the harness. My first swap but not my first engine lol.
Funny, that garbage can lid looked more like my Crown Vic Police Interceptor front end lol.
Another fantastic video!
You have impeccable taste, sir!
Could you use lsa valve covers on the stock heads?
Yes LSA's covers will bolt right onto LS3 heads no problems.
Dude, that's pretty cool! I would love to test driving one, lol
how did he do it? what ecm?
It started as a GMPP 525 HP crate motor with the included E67 ECM. One issue with that ECM is that it hard codes the idle at 950 RPM and it cannot be changed. He did acquire another E67 and flashed with a CTS-V OS and that allowed me to set idle speed as expected. He did swap it back to the GMPP ECM though...I can't remember why. Flyin' Miata developed the swap kit and they produced 12 cars and then stopped (cruel EPA). They agreed to give Lawrence the full rights to continue on using their supplied parts. However, in talking with him, there are MANY different suppliers to pull this off and some will only commit to working in large batches. One key element here is that FM developed a CAN Bus translator that allows the GM ECM to communicate with the Mazda CAN and they can send data back and forth, so it is really full integration. It is really slick! So all the older Miata LS1 swaps aren't really in the same ball park with this level of sophistication and integration.
can bus translater sounds like what we all need these days doing engine swaps, or going stand alone and trying to keep the car happy. even simple requests would be nice. he's onto a gold mine if he can make use of that. I'm guessing he's using the factory gm nnp part of the e67? but requesting it thru the Miata can bus for the wipers. if so, that's very cool. I very much like the nnp on my c6 and wish it was an option to add to all my cars.
Nice, might have found you a new career.
that would be so cool! I would love to have a performance shop with a dyno and a big air conditioner! LOL
@SilverSurfer77 My tuning business all started as a joke including the name. A couple years of tuning for buddies and their buddies i was booked up working a full time job. I quit that job last year got a second mortgage out for a mustang md500se-xl. So far i have enough to make a almost comfortable living. Come up with a shop logo and have some decals made. I had a name(as a joke) from the beginning and had some decals made, here i am now.
@04silverado6.0 ok so I gotta know what is the joke business name? !
Reynolds Creek Performance
@@04silverado6.0 Ah yes...I am following your page on Facebook!
That is awesome
You could have shown the result 😢
I should have...but at least the video thumbnail helps a little bit. This video was pretty old, well before I knew how to edit simple stuff in, like a simple photo.
Great video, 10/10 use of memes also. 😂
Information is not free and taking out the time to share it with TH-cam we are grateful. Thank you for your HPT support! Have a coffee on me. 😊
THANK YOU!!! I truly appreciate your support of the channel!
I like it
My man! I knew you would! LOL
All you need to do is offset the wideband vs the rest of the datalog based on rpm, which is what the ecm actually does... OH WAIT you can't do that in that software. Use EFILive and get these things ironed out easier.
I would be curious how this offset business works...does it offset properly for different RPM's? Idle would have the longest offset, high rpm would have the least. I have never used EFILive.
@@SilverSurfer77 You are missing out. you can offset however you see fit. you can create your own formula for how much to offset. I have various depending on logging speed also.
@@highlanderc man I think you need to make some EFILive vidoes! Maybe I will have to switch teams LOL
18:00 admirable :) I think you can attribute your improvements in hot start time not from the piston/air velocity as you posited, but because the injection scheduling previously allowed too much fuel to be lost through the exhaust valve as the intake valve opened. Scavenging is not as absent as you might think; near TDC as the intake begins to open, the exhaust pulse will drag that fuel right out the exhaust valve. If your crank fuel doesn't account for this, it can become too lean to fire - as you experienced. Obviously the other way around this is delaying start of injection long enough that the fuel lost to the exhaust is minimized. However, this has a big downside...open valve injection. And larger injectors make the effect far worse. Without sufficient time to vaporize, a small, dense slug of fuel injected into an open valve won't homogenize well at all, which impacts combustion quality and directly contributes to the 'black spot' issue @Firestarter467 mentioned below... It causes particulate emissions much like a diesel due to diffusion combustion effects. So, the goal is balance...avoid losing fuel to the exhaust during valve overlap where possible, but not to the extent that it causes the other issues I mentioned. A surefire way to improve hot starts where fuel short circuits the chamber and out the exhaust is simply increasing the cranking fuel to account for the loss. I like the analysis effort overall.
This is about the point I export to csv and stop using the scanner. WB signal delay is obviously a model-able thing, but the scanner doesn't have the knobs to generate it as a function of MAP, RPM, etc. Widening the window excessively gets the leading edge of the signal but you miss the rest. And it skews the axis inputs because you're looking at enabling criteria after the event is already over. They really need to improve the scanner feature set.
I have exported to CSV many times...but man what a chore. I agree HPT needs to modernize. Maybe once they get Global B settled they can focus on this...oh wait...once they get the Core ECU settled...err...it will never happen.
I can borrow you my 4 channel picoscope for 6 months for you to keep us amazing us. Just let me know you are great teacher. 👍
Thank you for the kind words! I'll mull your offer over, I appreciate it!
If you accept it you will brake our brain 🧠 whit too much information. That's a fact
Great video thank you
Thanks for watching!
Hey bro. First, great content on the HP tuners. I have a V2 CTS and tried to tune using your VVE tool. I have an issue with trying to get the zones established. I've always had it even without the VVE tool. The error says something like "zones 17, 19, 29 are not supported by the data provided. This is odd when I made my histograms from my VVE tables. Any idea on this?
Yes this is happening since you are boosted and the default VVE Editor in HPT is only for N/A 1 bar setups. Click the kpa axis and you can select a default for 2 bar. This will reveal all the hidden zones and away you go! Note you can also edit the RPM axis too. Also both of these axis' are completely editable to whatever values you want. HPT just provides a few default starting points depending on 1,2,3 bar and shift points. Good luck.
@SilverSurfer77 Awesome it worked!!!! I could copy the axis and paste in your tool. I only tried the Pressure Axis and did not do the RPM. I watched your videos to create the fX math for the MAF and VVE parameters. Next question, I looked in your Google drive for the filters for the Histo Tables. Are they located in the folder?
@@baybiboy1 glad it is working. I updated the link (check the description for the new one), but the old link just went to parent folder. Either way should all be set now.
Maybe i should mention the build of the car. V2: Heads, Cam, Kong X, DDP intake, Headers, ID 1050, upgraded Dual Fuel pumps, Flex Sensor. Tuning the car has been a challenge, but your videos has gotten me up and running. Got the link with the (fX) math filters. I had those math filters by watching and pausing your videos😊. The filters I was looking for was the ones you have for the Histogram tables that filter the TRQ management you mentioned if you have those? If I don't need them, I will not use them. By the way I donated, maybe you can buy a coffee or beer lol! Cheers
@@baybiboy1 oh man you did it the hard way! Check the video description for the google drive link. There is a file in there called "Formulas and Math for Tuning with Dynamic Air.txt" and it has the filters you can copy and paste! Either way sounds like a sick build! Glad you found my videos helpful! Definitely gonna grab a beer this Father's Day weekend! Thanks again!