Excellent, much better and more informed education. You clearly understand this stuff and can teach it! Looking forward to watching more and learning more.
I'd say thank you these videos they have been helping me re tune my truck and help a friend retune is Camaro and we just actually run our fastest time on the Camaro I really can't thank you enough
Thank you very much ChopperDoc. LS Swapping my 74 Camaro, and very much considering HP Tuners. I'm tech savvy, and Excited to learn this, and go through the trial and error steps.
I do intend to post more videos. I will try my best to keep the quality up as well as breaking it down for complex things to be understood more readily. That second thing is actually the bigger problem with most things, since this is a combination of chemistry and physics at the end of the day. I have learned quite a lot just putting these things together, to a ridiculous degree at this point. I actually sat down last night in excel with an old log to see how long it took for the "derivative" airflow correction to complete (200 ms btw, ish) before the STIT kicked in, and as predicted, the total air pulled was just a hair under 1 g/s at a RPM error rate of .6 (60 RPM per second error/change rate). So it does indeed react FAST, and seems to add to the proportional, which I am working to decipher as well. I am also trying to translate this to step values too, and so forth, because I just want to know why and how... I have lots of time on my hands, so this is how I spend a lot of my days, tinkering with logs and math, and formulas. By the way, I do not have a way to log real time data on an actual vehicle at the moment since I am deployed currently, hence my abundance of free time. If anyone wants to help and be a part of figuring some of these out, let me know, that way we can experiment together with logs and various approaches to tuning. I have quite a few old logs over the years, but again, it would be nice for a few things I want to try since I didn't log a channel here and there and that is annoying lol.
It’s where my PCV used to be. I went with a vacuum pump, so instead of capping off that connection, I drilled it out and put the IAT there. Worked out pretty well.
I actually have been working on one for boost, and scaling is a tough one due to the differences in PCM's out there. In essence, anything airflow related needs to be scaled as I said in the video. I could make something, but odds are it is not a one size fits all kind of thing. And some PCM's act differently too with some of the tables. Rumor has it, and I have confirmed this, that the idle tables do not need to be scaled (for some reason) on P01's, but I can't speak to other Gen III PCM's. If I make a guide on it, I will attempt to make that clear in the video. I'll try and finish that boost video for you and get it posted this coming weekend.
Hello chopper love your videos i have a question hopefully you can help me with . It involves a ls swap from a 2000 Gmc Sierra lq4 . Long story i wanted e85 and the only option i could find was the 12216125 ( 2002 Tahoe 5.3 with flex fuel but has segment for 4l60e ) i found a 2002 avalanche 8.1 that uses that OS but with the 4l80e so i segment swapped it but still cant get it to shift out of 1st gear . Has reverse and everything i never touched the pins for transmission . kind of lost from here i was going to pull the plug on the trans and see if when i activate the solenoids if i get a pulse on my test light . Any help is appreciated thanks !
Any updates on this? I know a 4L60 has a 3-2 downshift solenoid. For an 80 to work on a 60 tune you need the relay. However in the opposite configuration, you’ll have to probably repin it somehow... what does the plug have for wiring? Is it for a 60 or 80? You may just need to repin that back to a 4L60 configuration, and verify you have a 3-2 downshift solenoid wire.
Yes, I do plan on making more videos. For MAF, it is pretty easy. Reenable your STFT's (closed loop) and MAF, tune light throttle areas using the STFT's (since they are the ones that the PCM reads, PCM doesn't care what the WB says). Then tune the PE areas using the WB. A great way to get it close before hand is to log MAF frequency with everything still in SD mode, and plot the dynamic air values on the MAF table in the scanner. I suppose I could do a video on that lol.
I have the ECM stock from Subaru ,, is a ÚSA version 2009 Subaru Impreza STi I have installed the headers tomei and the strait pipe 3 inches , JE pistons and rings , eagle rods , king racing hight performance bearing , OEM crankshaft and block new ones from Subaru . ACT new clutch all kit OEM turbo I have 100 miles on the recent rebuilt engine Do you have a tunning service online to helping me to tune my car ?? I all ready get the HP tunner kit
No, unfortunately I don’t do online tuning. These videos were meant to help folks learn to do it themselves. The community is also pretty helpful on forums like LS1Tech and HPTuners. It’s like drinking from a firehose at first, but tackle it one task at a time and you’ll get it.
Chopper have the bucking fixed , now it’s erratic idle so bad it just hard to stop cause idling up, yesterday had miss fires all over the place and idk what would cause this help please
Bad AFR can cause misses. If not for bad fueling, check for mechanical issues too, like plug gaps, coil packs, harness, so forth, and even vacuum leaks. For creep, check air and timing. Don’t get crazy digging through the tune, most issues are solved by solid fundamentals. Air, fuel, timing.
Today have a po140 map out of range and O2 bank 2 and a po300 same side I’m sure not sure what is a afr and could this be a coil or a bad crank sensor or cam sensor the idle is crazy and I’m sick of it it’s still erratic but seemed to do better until you touched the accelator then boom 2500 rpm just like that, I have a new intake and new throttle body92 mm but haven’t installed it yet , want to switch out motor to my 6.0 lq4 but to busy at moment what do you think might cause this idle and misfires are crazy to there everywhere 2-4-8-1 don’t seem to matter
Not yet, but I have a few friends that want to mod their Dodge’s. I’d like to learn them for sure. I’m doing a Gen V GM right now. Still working out the bugs. The new torque based stuff is quite the learning curve.
Excellent, much better and more informed education. You clearly understand this stuff and can teach it! Looking forward to watching more and learning more.
I'd say thank you these videos they have been helping me re tune my truck and help a friend retune is Camaro and we just actually run our fastest time on the Camaro I really can't thank you enough
Saw your post on ls1. Just started tuning a ls1 to ls2 conversion. This is helping a lot. Cant wait to check out your other vids
Really glad to hear this. Hopefully my other videos are helpful as well. I’ll get back to making more soon.
Thank you very much ChopperDoc. LS Swapping my 74 Camaro, and very much considering HP Tuners. I'm tech savvy, and Excited to learn this, and go through the trial and error steps.
great video. hopefully you post more great videos like this one.
I do intend to post more videos. I will try my best to keep the quality up as well as breaking it down for complex things to be understood more readily. That second thing is actually the bigger problem with most things, since this is a combination of chemistry and physics at the end of the day. I have learned quite a lot just putting these things together, to a ridiculous degree at this point.
I actually sat down last night in excel with an old log to see how long it took for the "derivative" airflow correction to complete (200 ms btw, ish) before the STIT kicked in, and as predicted, the total air pulled was just a hair under 1 g/s at a RPM error rate of .6 (60 RPM per second error/change rate). So it does indeed react FAST, and seems to add to the proportional, which I am working to decipher as well. I am also trying to translate this to step values too, and so forth, because I just want to know why and how... I have lots of time on my hands, so this is how I spend a lot of my days, tinkering with logs and math, and formulas.
By the way, I do not have a way to log real time data on an actual vehicle at the moment since I am deployed currently, hence my abundance of free time. If anyone wants to help and be a part of figuring some of these out, let me know, that way we can experiment together with logs and various approaches to tuning. I have quite a few old logs over the years, but again, it would be nice for a few things I want to try since I didn't log a channel here and there and that is annoying lol.
THAKNS SOO MUCH FOR YOUR HELP . THIS EXPLAINS SOO MUCH FOR ME . I WILL WATCH ALL OF YOUR VIDEOS PROBABLLY MULTIPLE TIMES LOL .
Awesome dude, thanks
Good information!
Thanks a lot please keep going
Where in the manifold did you move your iat sensor too? Thank you as always for your time and knowledge! Mike in DFW
It’s where my PCV used to be. I went with a vacuum pump, so instead of capping off that connection, I drilled it out and put the IAT there. Worked out pretty well.
Nice! Thanks again
Just found you, thx for the info!
Thanks for this. Your video moves along at a good rate with no BS. Very well done. What helos do you work on ?
Blackhawks for the last 15 years or so, before that was Hueys.
Did you ever make a video on tuning ve table for boost? And do you think you could make a video on how to scale the maf
I actually have been working on one for boost, and scaling is a tough one due to the differences in PCM's out there. In essence, anything airflow related needs to be scaled as I said in the video. I could make something, but odds are it is not a one size fits all kind of thing. And some PCM's act differently too with some of the tables. Rumor has it, and I have confirmed this, that the idle tables do not need to be scaled (for some reason) on P01's, but I can't speak to other Gen III PCM's. If I make a guide on it, I will attempt to make that clear in the video.
I'll try and finish that boost video for you and get it posted this coming weekend.
You need to do efi live also. Not near enough videos for that software
Hello chopper love your videos i have a question hopefully you can help me with . It involves a ls swap from a 2000 Gmc Sierra lq4 . Long story i wanted e85 and the only option i could find was the 12216125 ( 2002 Tahoe 5.3 with flex fuel but has segment for 4l60e ) i found a 2002 avalanche 8.1 that uses that OS but with the 4l80e so i segment swapped it but still cant get it to shift out of 1st gear . Has reverse and everything i never touched the pins for transmission . kind of lost from here i was going to pull the plug on the trans and see if when i activate the solenoids if i get a pulse on my test light . Any help is appreciated thanks !
Any updates on this? I know a 4L60 has a 3-2 downshift solenoid. For an 80 to work on a 60 tune you need the relay. However in the opposite configuration, you’ll have to probably repin it somehow... what does the plug have for wiring? Is it for a 60 or 80? You may just need to repin that back to a 4L60 configuration, and verify you have a 3-2 downshift solenoid wire.
do you plan to make any videos on how to re introduce maf after the ve is complete?
Yes, I do plan on making more videos. For MAF, it is pretty easy. Reenable your STFT's (closed loop) and MAF, tune light throttle areas using the STFT's (since they are the ones that the PCM reads, PCM doesn't care what the WB says). Then tune the PE areas using the WB. A great way to get it close before hand is to log MAF frequency with everything still in SD mode, and plot the dynamic air values on the MAF table in the scanner. I suppose I could do a video on that lol.
My maf says circuit high and map is super low sometimes seen maf not working at all is there a way it not showing up by something I’m not doing right
I have the ECM stock from Subaru ,, is a ÚSA version 2009 Subaru Impreza STi
I have installed the headers tomei and the strait pipe 3 inches , JE pistons and rings , eagle rods , king racing hight performance bearing , OEM crankshaft and block new ones from Subaru .
ACT new clutch all kit
OEM turbo
I have 100 miles on the recent rebuilt engine
Do you have a tunning service online to helping me to tune my car ??
I all ready get the HP tunner kit
No, unfortunately I don’t do online tuning. These videos were meant to help folks learn to do it themselves. The community is also pretty helpful on forums like LS1Tech and HPTuners. It’s like drinking from a firehose at first, but tackle it one task at a time and you’ll get it.
Chopper have the bucking fixed , now it’s erratic idle so bad it just hard to stop cause idling up, yesterday had miss fires all over the place and idk what would cause this help please
Bad AFR can cause misses. If not for bad fueling, check for mechanical issues too, like plug gaps, coil packs, harness, so forth, and even vacuum leaks.
For creep, check air and timing. Don’t get crazy digging through the tune, most issues are solved by solid fundamentals. Air, fuel, timing.
Today have a po140 map out of range and O2 bank 2 and a po300 same side I’m sure not sure what is a afr and could this be a coil or a bad crank sensor or cam sensor the idle is crazy and I’m sick of it it’s still erratic but seemed to do better until you touched the accelator then boom 2500 rpm just like that, I have a new intake and new throttle body92 mm but haven’t installed it yet , want to switch out motor to my 6.0 lq4 but to busy at moment what do you think might cause this idle and misfires are crazy to there everywhere 2-4-8-1 don’t seem to matter
You have any k knowledge on dodge tuning?
Not yet, but I have a few friends that want to mod their Dodge’s. I’d like to learn them for sure. I’m doing a Gen V GM right now. Still working out the bugs. The new torque based stuff is quite the learning curve.
Are you able to tune mine to a stage 1+
I can tune to any stage you want, but I don’t do remote unfortunately. The process never changes.
Doc, are you on Instagram?
Nope.
Should dr chopper the way he cuts thru all the nonsense in tuning
Pp