Topic: Pass Times W/ Tuners

[FordsDrivingChevys]

Ok, so I've spent some more time poking around here (newb) and am finding some of you are running tunes on your built AV's, Sweet! What kind of pass times are you getting? Anyone put theirs on a dyno to see what they're putting down? How much HP can a stock tranny hold? I guess I'm gonna have to spend less time on Diesel Place and more over here now...

[Main One]

KY_Bob was running high 8s in the 1/8 with his lifted AV on M/S tires with the help of a supercharger and nitrous with a stock transmission.  My son is now driving his AV, minus the SC and nitrous.  On a dyno, his truck was at about 500 rwhp.  Can't go too much over that with a stock tranny, and even that may have been too much as he did blow his tranny once, and rear end twice.  I've busted my tranny with a normally aspirated AV after rebuilding it and programming it for shifts that were too firm for the tranny's output shaft.  Last time I had that on the track was the same day I saw Bob's truck in the high 8s, I was running a 10.3.  Did a few mods since that 10.3, including the rebuilt tranny, 3000 stall converter, etc.  Some folks go with the 4L80E transmission (in the first gen AVs) out of the 3/4 ton trucks.  Gearing isn't as nice as the 4L60E, but it is stronger.

[FordsDrivingChevys]

Agreed that 500rwhp is a lot to throw at a stock tranny. Same holds true for the Allison. Guys will do it but some burn it up. Then build it    I'd love a Suncoast or Alligator Performance but too much $$ now. I think for the wife's AV I'll get her started with a CAI and see if she bites on modding? She's more into luxury than performance and won't want to void her warranty. 

[Main One]

Finishline Transmission seems to have the best reputation for the GM gas-engine transmissions.

Edit - by the way, impressive mod list in your sig for your diesel

[MyBigToy]

M1 failed to tell you that he now has KY_Bob's supercharger on his truck......

If you show up to Bratfest you should get to see at least two supercharged trucks - that is, if Blue gets his out of garage storage, where it sits most of the time. Mine will be there. M1 hasn't committed yet as to whether he'll show up or not. My truck hasn't been on the dyno but my guess is that I'm around 475-480 crank horsepower. I was planning to take it to Gateway this summer and run it in the 1/4 to find out what it would do but we all know what happened there. 

If you can't talk the wife into showing up, bring the Duramax. I'd love to take a peek at it.

[Main One]

M1 failed to tell you that he now has KY_Bob's supercharger on his truck......

Yeah, I need to change my sig.

Still tweaking the timing now that I've got the fuel pressure not dropping off and have relocated the IAT sensor to post the SC.  (Seen IAT above 170.)  Per my GTech power was dropping off between 4800 to 6000 rpm, and it looked like overall the truck was slower with the SC, although I was comparing runs done at about 30 degrees different ambient temps.  Timing was getting pulled alot in there.  By the seat-o-meter, the power is no longer dropping off, but I'm bumping timing around 2 degrees every tune and looking for knock retard.  Did up a new tune last night and will load it this evening after work and then go for a spin.   

[KY_BOB]

Agreed that 500rwhp is a lot to throw at a stock tranny. Same holds true for the Allison. Guys will do it but some burn it up. Then build it    I'd love a Suncoast or Alligator Performance but too much $$ now. I think for the wife's AV I'll get her started with a CAI and see if she bites on modding? She's more into luxury than performance and won't want to void her warranty.

It did have a shift kit and servos in it but even I was shocked how long it lasted.

[KY_BOB]

...have relocated the IAT sensor to post the SC.  (Seen IAT above 170.) 

That sucker does make some heat in this weather when it's making boost.

[MyBigToy]

That sucker does make some heat in this weather when it's making boost.

It doesn't sound like it's that much different than my IAT temps.

M1 - based on Bob's timing when running the SC, you should be able to run pretty close to what you were running in your NA tune file that you sent to me. I've tweaked my timing tables quite a bit based on looking at your and Bob's files. So far I've raised timing as much as 6* in quite a few places and still have zero KR when logging. I'm still not running peak timing quite as high as what Bob was running at high rpm/mid-high load conditions. I can tell a difference in how it runs and I'm pretty satisfied right now. I'll probably leave the tables where they are until I buy and install a 2.8" pulley, log it then, and if there's no KR I'll probably bump up the mid-range timing a couple of degrees at a time. That's mainly where I'm still a little short on timing compared to Bob's tables.

[Main One]

It doesn't sound like it's that much different than my IAT temps.

M1 - based on Bob's timing when running the SC, you should be able to run pretty close to what you were running in your NA tune file that you sent to me. I've tweaked my timing tables quite a bit based on looking at your and Bob's files. So far I've raised timing as much as 6* in quite a few places and still have zero KR when logging. I'm still not running peak timing quite as high as what Bob was running at high rpm/mid-high load conditions. I can tell a difference in how it runs and I'm pretty satisfied right now. I'll probably leave the tables where they are until I buy and install a 2.8" pulley, log it then, and if there's no KR I'll probably bump up the mid-range timing a couple of degrees at a time. That's mainly where I'm still a little short on timing compared to Bob's tables.

I haven't looked yet at the log I did tonight with my latest tune, but if I'm still not seeing KR I'm going to take a peak at Bob's tune.  I think I'm getting over 10 degrees pulled due to the IATs.

[KY_BOB]

I wish one of you guys was an expert at tuning a 6L80 transmission.  It's a different beast. I'm still debating on tackling it myself or seeking professional help.  Even though the trans has a good reputation I feel like I need to firm up the shifts before tinkering with the engine.

[MyBigToy]

I haven't looked yet at the log I did tonight with my latest tune, but if I'm still not seeing KR I'm going to take a peak at Bob's tune.  I think I'm getting over 10 degrees pulled due to the IATs.

You can't do much about that this time of year, except turn on the meth, which I've never gotten since I bought the intercooled supercharger. Magnacharger says meth will take the coating off the rotors and I don't want to do anything that might damage them. There are plenty of guys who have run meth and didn't have problems (or so they indicated) but over time it's pretty corrosive stuff on aluminum.

[MyBigToy]

I wish one of you guys was an expert at tuning a 6L80 transmission.  It's a different beast. I'm still debating on tackling it myself or seeking professional help.  Even though the trans has a good reputation I feel like I need to firm up the shifts before tinkering with the engine.

I wasn't kidding about all of the inter-related tables for the tranny, was I? That's why I decided I'll go the route of the $149 tune for the Vette if I decide I'm going to do something with it. I don't care that much about the horsepower (even though that $149 tune includes the engine tune also) because it's already got more than you can sanely use on the street, but the tranny is LAZY, especially at light throttle.

[KY_BOB]

I wasn't kidding about all of the inter-related tables for the tranny, was I? That's why I decided I'll go the route of the $149 tune for the Vette if I decide I'm going to do something with it. I don't care that much about the horsepower (even though that $149 tune includes the engine tune also) because it's already got more than you can sanely use on the street, but the tranny is LAZY, especially at light throttle.

You weren't kidding.  I spent about 3 hours reading up on A6 tuning on HPT forum and am still lost about the TM.  Apparently, the TM commanded by the TCM has nothing to do with reducing slippage in but is purely there for comfort and there is no harm in deleting it.  It will not cause longer slower shifts, only harsher shifts. (the opposite of what would happen by deleting TM alone on a 4L60) The desired shift time and some of the multiplier tables have to be used to actually make quicker and even harsher shifts.  My brain is still spinning from reading that night.

Then throw in that the low octane timing tables are made for crappy gas, hot weather, and heavy towing.  The high octane table is made for good conditions and 105 octane E85.  There are 2 PE tables, one for gas and one for E85 and multipliers for different % mixtures.  The engine tuning is going to be quite different as well. 

[Main One]

I shut off the P01514 Code (Bad correlation of MAF to VE table I believe) because I was tripping it and getting Reduced Engine Power engaged.  Seems that I can shut off getting the Service Engine Soon light to come on, but not stop the Reduced Engine Power by simply shutting off that code.  Got Reduced Engine Power 4 or 5 times on the way to work today.  It can be reset by simply shutting the engine off for a few seconds, but after the 2nd time it was very annoying.  Luckily I had my HPTuners Pro interface in the truck and I captured 2 of the times in logs to look at this evening.  I didn't change anything in this tune compared to the last other than timing, and that was only at or above 3000 rpm.  I wasn't running that hard when Reduced Engine Power kicked in.

[FordsDrivingChevys]

M1 failed to tell you that he now has KY_Bob's supercharger on his truck......

If you show up to Bratfest you should get to see at least two supercharged trucks - that is, if Blue gets his out of garage storage, where it sits most of the time. Mine will be there. M1 hasn't committed yet as to whether he'll show up or not. My truck hasn't been on the dyno but my guess is that I'm around 475-480 crank horsepower. I was planning to take it to Gateway this summer and run it in the 1/4 to find out what it would do but we all know what happened there. 

If you can't talk the wife into showing up, bring the Duramax. I'd love to take a peek at it.

I was thinking the same thing if she decides not to go. I'd love to check out everyones builds! Looks like we're close in HP when I bump up to level 5 and play (+about 750 ft/lbs torque). For DD I run it safe on level 3 giving me 430's which is still fun . Sucks about Gateway. A lot of disappointment

[MyBigToy]

I shut off the P01514 Code (Bad correlation of MAF to VE table I believe) because I was tripping it and getting Reduced Engine Power engaged.  Seems that I can shut off getting the Service Engine Soon light to come on, but not stop the Reduced Engine Power by simply shutting off that code.  Got Reduced Engine Power 4 or 5 times on the way to work today.  It can be reset by simply shutting the engine off for a few seconds, but after the 2nd time it was very annoying.  Luckily I had my HPTuners Pro interface in the truck and I captured 2 of the times in logs to look at this evening.  I didn't change anything in this tune compared to the last other than timing, and that was only at or above 3000 rpm.  I wasn't running that hard when Reduced Engine Power kicked in.

Stupid question, but I'll ask it anyway. Could your MAF just be dirty?

Have you started dialing your VE table in for the additional airflow for the supercharger? What did you start with for your base supercharger tune? Maybe KY_Bob's Vortec tune would be a good place to look to see what the differences are between yours and his. Your cam is slightly more aggressive than his but I'm sure it's not enough to make much difference. I'm sure you've already thought about these things but it never hurts to have some help (NOT that I'd be considered that much help since you know way more about tuning & theory than I do).

[KY_BOB]

I shut off the P01514 Code (Bad correlation of MAF to VE table I believe) because I was tripping it and getting Reduced Engine Power engaged.  Seems that I can shut off getting the Service Engine Soon light to come on, but not stop the Reduced Engine Power by simply shutting off that code.  Got Reduced Engine Power 4 or 5 times on the way to work today.  It can be reset by simply shutting the engine off for a few seconds, but after the 2nd time it was very annoying.  Luckily I had my HPTuners Pro interface in the truck and I captured 2 of the times in logs to look at this evening.  I didn't change anything in this tune compared to the last other than timing, and that was only at or above 3000 rpm.  I wasn't running that hard when Reduced Engine Power kicked in.

Just curious, were you logging MAF hrz at the time that it acted up?  Just wondering if you got any crazy readings like a bad connection. 

[Main One]

Well, I was a bit off in the name for the P01514 code, it's airflow correlation to throttle opening, not MAF to VE table.  I found on the airflow tab under the Engine Diagnostics window a table for max airflow by if I recall correctly throttle position and rpm.  It was even identified in HPTuners as for the P01514 error as well as one other one.  I multipled all values in the table by 1.5 - will be putting that tune in shortly.  Seems to make sense that I am pushing more airflow through the throttle body when there's some positive pressure as compared to ambient helping to push the air through and with that table defining when to set the code that I would need to bump it up.

As far as comparing to another tune, for timing so far been looking mostly at a FlaBuoy tune that I picked up at some point, either directly or through Bob.