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Camaro V6 LLT Engine, Exhaust, and Bolt-Ons Bolt-Ons | Intakes | Exhaust

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Old 08-08-2011, 01:51 PM   #251
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Originally Posted by bmorecam View Post
That number just confirms it even more. Not sure if you guys are familiar with virtual dyno, but is known to be very accurate compared to a real dyno. If you was a evo or suby guys than you should already know about the program. I am currently working with brad barnhill on a beta to support our v6 camaro using scanxl logs and convert it to actual wheel hp. Our premilinary test also show right around that number at 325rwhp to be exact on 3rd gear wot pull. The program is free and will be available for us in his next release. Just another thing for us v6'ers.

and again, thanks for the calculation rcat
Hmmm...I'm interested in knowing more about this. You mentioned is uses scanxl logs. What are these logs? Do you have to have Vince's tune to get at these, or if I just had a bluetooth ODBII reader would I be able to try this out? I guess what I'm asking is what would I need to be able to try out this program if/when it gets released? lol. Thanks
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Old 08-08-2011, 02:04 PM   #252
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you will need palmer performance scanxl datalogger. I dont know off hand what is their web address but just google it. I think they offer a laptop version and ipad/iphone version. I am just using their basic obd2 generic version for my netbook. They also offer the gm enhanced data but I hear from some peoples that it is not worth it and some say it is so I dont know. You can get it from vince too and he actually recommend the pro version with the gm enhanced data. Gretch know alot about it and probably more than I do.
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Old 08-08-2011, 02:11 PM   #253
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interesting stuff. would be cool to run this program and dyno right after.
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Old 08-08-2011, 06:28 PM   #254
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Originally Posted by rtcat600man View Post
160 was the driver weight.

yes, dragtime calculator.
I must be dumb......because I am getting 294 at the flywheel I used the slip I posted on the other site.

I have that full exhaust and header upgrade, lighter upgraded suspension and intake.

I weigh 180 lbs.
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Old 08-09-2011, 08:07 AM   #255
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Poorman, I would do it at my dyno session but Im almost certain that my dyno shop's dynojet read about 20-30 hp lower than some other dynojet but I guess I will try anyway

Check this out http://innovativetuning.wordpress.co...-virtual-dyno/ look like someone already tried to do a comparison.
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Old 08-09-2011, 05:44 PM   #256
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bmore, i got a question. So i decide to get the e85 tune. But what if i'm driving and gas is running low and there is no e85 station around me. What do i do then?
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Old 08-09-2011, 06:32 PM   #257
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bmore, i got a question. So i decide to get the e85 tune. But what if i'm driving and gas is running low and there is no e85 station around me. What do i do then?
That is the only sucky part. There are e85 stations close but not plenty. I always carry my netbook with me everywhere I go so if I ever get into a situation where I cant get e85 I can just load my gas tune and fill her up

There's this one e85 station that I go to if I ever have the need to fill her up with e85 while I am at work and every once in a while I see this one guy with what look like to be about 20 gallon gas tank with him (if there's even a big tank like that but those tanks are HUGE lol), and he has about 3 or 4 of them and he fill them up to the rim with e85. He said that he live about 45 miles away and he get as much e85 as he can for his mitsu evo. He said that he is making 150 extra awhp with e85. Im starting to see and hear about more peoples going out of their way to get e85, especially the turbo guys who can really take big advantage of alcohol. I guess you can look at it as good as race fuel for only $3.50 per gallon and have the freedom to get it at the pump 24 hours per day.

Def.. good stuff
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Old 08-09-2011, 10:52 PM   #258
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Is it good to be driving e85 on a daily driver :>?
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Old 08-09-2011, 11:00 PM   #259
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Since this is a major reprogram how much extra do you have to pay for it? I already have Trifecta and am wondering how much I'm going to have to shell out for this tune.
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Old 08-10-2011, 08:21 AM   #260
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Since this is a major reprogram how much extra do you have to pay for it? I already have Trifecta and am wondering how much I'm going to have to shell out for this tune.
email vince and ask him for the price to be 100% sure..

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Old 08-10-2011, 09:29 AM   #261
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What kind of MPG's you getting with the E85 tune?
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Old 08-10-2011, 09:33 AM   #262
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depending how heavy your foot is.. mine's been really heavy lately and been averaging about 19mpg, but if you just drive normally there's only about 3mpg drop from regular gas, but the national ethanol avg $3.60 per gallon so it all equal about the same as using 93 octane.
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Old 08-10-2011, 10:04 PM   #263
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bmorecam...did you happen to run down the track with the G-tech on?
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Old 08-11-2011, 07:52 AM   #264
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bmorecam...did you happen to run down the track with the G-tech on?
I actually have returned the gtech. it was good when it was working but the screen blanked out on me so I sent it back to jegs.
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Old 08-21-2011, 09:41 PM   #265
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Quick question as I'm about to pull the trigger on E85 tune. I've read that E85 can be bad for your engine if it wasn't made for it. For instance the alcohol can eat through certain materials such as rubber. However, I vaguely remember reading somewhere that all cars produced past like 2005 or so are capable of using ethanol based gas sources. Just making sure that this tune won't have any longer term negative effects.
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Old 08-22-2011, 10:11 AM   #266
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Originally Posted by BaylorAirForce View Post
Quick question as I'm about to pull the trigger on E85 tune. I've read that E85 can be bad for your engine if it wasn't made for it. For instance the alcohol can eat through certain materials such as rubber. However, I vaguely remember reading somewhere that all cars produced past like 2005 or so are capable of using ethanol based gas sources. Just making sure that this tune won't have any longer term negative effects.
I cant sit here and tell you what e85 will do in the long run or I dont think anyone can in that matter. Installing or using things thats not covered by warranty is taking a risk no matter what it is. If you want power than you have to take risks, but also think about what it is that you want to accomplish with your car.

You are correct. Car mfg's started making the fuel system able to withstand ethanol content in gas but we dont know if that was for 10% or 100%. There's studies that showed long e85 usage on a non flex fuel vehicle and the result was good and nothing out of ordinary when they took the engine apart. Evo forum also did a poll on the longest e85 usage and I think the longest everyday e85 usage was 2 plus years and going with zero problem. Im sure those cars was not built as flex fuel vehicle just like ours.

I think the smartest way to go about this is to do your own digging on what our fuel system is made out of and find out which parts can withstand ethanol. I been doing some reading and digging on this myself so start with this. I got this from bowtie(thanks).

It would be cool if someone can make a list of our fuel system parts and what material they are made out of. I am too lazy to do this.

2010 Camaro Fuel System Overview (thanks goes out to Alldata for the useful information)

The fuel system is an electronic returnless on-demand design. A returnless fuel system reduces the internal temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal temperature of the fuel tank results in lower evaporative emissions.

An electric turbine style fuel pump attaches to the primary fuel pump module inside the fuel tank. The fuel pump supplies fuel through the fuel feed pipe to the high pressure fuel pump. The high pressure fuel pump supplies fuel to a variable-pressure fuel rail. Fuel enters the combustion chamber through precision multi-hole fuel injectors. The high pressure fuel pump, fuel rail pressure, fuel injection timing, and injection duration are controlled by the engine control module (ECM).

The primary fuel pump module also contains a primary jet pump and a secondary jet pump. Fuel pump flow loss, caused by vapor expulsion in the pump inlet chamber, is diverted to the primary jet pump and the secondary jet pump through a restrictive orifice located on the pump cover. The primary jet pump fills the reservoir of the primary fuel pump module. The secondary jet pump creates a venturi action which causes the fuel to be drawn from the secondary side of the fuel tank, through the fuel transfer pipe, to the primary side of the fuel tank.

Electronic Returnless Fuel System

The electronic returnless fuel system is a microprocessor controlled fuel delivery system which transports fuel from the tank to the fuel rail. It functions as an electronic replacement for a traditional, mechanical fuel pressure regulator. A pressure relief regulator valve within the fuel tank provides an added measure of over pressure protection. Desired fuel pressure is commanded by the engine control module (ECM), and transmitted to the fuel pump flow control module via a GMLAN serial data message. A liquid fuel pressure sensor provides the feedback the fuel pump flow control module requires for Closed Loop fuel pressure control.

Fuel Pump Flow Control Module

The fuel pump flow control module is a serviceable GMLAN module. The fuel pump flow control module receives the desired fuel pressure message from the engine control module (ECM) and controls the fuel pump located within the fuel tank to achieve the desired fuel pressure. The fuel pump flow control module sends a 25 KHz PWM signal to the fuel pump, and pump speed is changed by varying the duty cycle of this signal. Maximum current supplied to the fuel pump is 15 A. A liquid fuel pressure sensor provides fuel pressure feedback to the fuel pump flow control module.

Fuel Pressure Sensor

The fuel pressure sensor is a serviceable 5 V, 3-pin device. It is located on the fuel feed line forward of the fuel tank, and receives power and ground from the fuel pump flow control module through a vehicle wiring harness. The sensor provides a fuel pressure signal to the fuel pump flow control module, which is used to provide Closed Loop fuel pressure control.

Fuel Tank

The fuel tank stores the fuel supply. The fuel tank is located in the rear of the vehicle. The fuel tank is held in place by 2 metal straps that attach to the frame. The fuel tank is molded from high-density polyethylene.

The fuel tank is a saddle configuration in order to provide space for a driveshaft through the center area of the fuel tank. Because of the saddle shape of the tank, two fuel pump modules are required.

Fuel Fill Pipe

The fuel fill pipe has a built-in restrictor in order to prevent refueling with leaded fuel.

Fuel Filler Cap

The fuel fill pipe has a tethered fuel filler cap. A torque-limiting device prevents the cap from being over-tightened. To install the cap, turn the cap clockwise until you hear audible clicks. This indicates that the cap is correctly torqued and fully seated.

Fuel Pump Module

An electric turbine style fuel pump attaches to the primary fuel pump module inside the fuel tank. The fuel pump supplies fuel through the fuel feed pipe to the high pressure fuel pump. The fuel pump module contains a reverse flow check valve. The check valve maintains fuel pressure in the fuel feed pipe in order to prevent long cranking times.

Primary Fuel Pump Module

The primary fuel pump module is located inside of the right side of the fuel tank. The primary fuel pump module consists of the following major components:

* The fuel level sensor
* The fuel pump and reservoir assembly
* The fuel filter
* The pressure relief regulator valve
* The fuel strainer
* The primary jet pump
* The secondary jet pump

Secondary Fuel Pump Module

The secondary fuel pump module is located inside of the left side of the fuel tank. The secondary fuel pump module consists of the following major components:

* The fuel level sensor
* The fuel pick-up

Fuel Level Sensor

The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the position of the float arm. The engine control module (ECM) sends the fuel level information via the High Speed CAN-Bus to the body control module (BCM). The BCM then sends the fuel level percentage via the Low Speed CAN-Bus to the instrument cluster in order to control the fuel gauge. The control module monitors the signal circuits of the primary fuel level sensor and the secondary fuel level sensor in order to determine the fuel level.

Fuel Pump

The fuel pump is mounted in the fuel pump module reservoir. The fuel pump is an electric pump. Fuel is pumped to the high pressure fuel pump at a pressure that is based on feedback from the fuel pressure sensor. The fuel pump delivers a constant flow of fuel even during low fuel conditions and aggressive vehicle maneuvers. The fuel pump flex pipe acts to dampen the fuel pulses and noise generated by the fuel pump.

Fuel Filter

The fuel filter is located in the primary fuel pump module. The paper filter element traps particles in the fuel that may damage the fuel injection system. The filter housing is made to withstand maximum fuel system pressure, exposure to fuel additives, and changes in temperature.

Pressure Relief Regulator Valve

The pressure relief regulator valve replaces the typical fuel pressure regulator used on a mechanical returnless fuel system. The pressure relief regulator valve is closed during normal vehicle operation. The pressure relief regulator valve is used to vent pressure during hot soaks and also functions as a fuel pressure regulator in the event of the fuel pump flow control module defaulting to 100% pulse width modulation (PWM) of the fuel pump. Due to variation in the fuel system pressures, the opening pressure for the pressure relief regulator valve is set higher than the pressure that is used on a mechanical returnless fuel system pressure regulator.

Fuel Strainer

The fuel strainer attaches to the lower end of the primary fuel pump module. The fuel strainer is made of woven plastic. The functions of the fuel strainer are to filter contaminants and to wick fuel. The fuel strainer normally requires no maintenance. Fuel stoppage at this point indicates that the fuel tank contains an abnormal amount of sediment or contamination.

Primary and Secondary Jet Pumps

The primary jet pump is located in the primary fuel pump module. Fuel pump flow loss, caused by vapor expulsion in the pump inlet chamber, is diverted to the primary jet pump and the secondary jet pump through a restrictive orifice located on the pump cover. The primary jet pump fills the reservoir of the primary fuel pump module.

The secondary jet pump creates a venturi action which causes the fuel to be drawn from the secondary side of the fuel tank, through the transfer pipe, to the primary side of the fuel tank.

Fuel Feed Pipes

The low pressure fuel feed pipe carries fuel from the fuel tank to the high pressure fuel pump.

The fuel feed pipe assembly located in the engine compartment connects the chassis fuel pipe to the high pressure fuel pump. This pipe contains the fuel pulse dampener and the fuel pressure service valve, and is constructed of stainless steel.

The fuel feed intermediate pipe is a high pressure pipe that carries fuel from the high pressure fuel pump to the fuel rail. The fuel feed intermediate pipe is constructed of stainless steel.

Nylon Fuel Pipes

Warning

In order to reduce the risk of fire and personal injury observe the following items:

* Replace all nylon fuel pipes that are nicked, scratched or damaged during installation, do not attempt to repair the sections of the nylon fuel pipes
* Do not hammer directly on the fuel harness body clips when installing new fuel pipes. Damage to the nylon pipes may result in a fuel leak.
* Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never expose the vehicle to temperatures higher than 115°C (239°F) for more than one hour, or more than 90°C (194°F) for any extended period.
* Apply a few drops of clean engine oil to the male pipe ends before connecting fuel pipe fittings. This will ensure proper reconnection and prevent a possible fuel leak. (During normal operation, the O-rings located in the female connector will swell and may prevent proper reconnection if not lubricated.)

Nylon pipes are constructed to withstand maximum fuel system pressure, exposure to fuel additives, and changes in temperature.

Heat resistant rubber hose or corrugated plastic conduit protect the sections of the pipes that are exposed to chafing, high temperature, or vibration.

Nylon fuel pipes are somewhat flexible and can be formed around gradual turns under the vehicle. However, if nylon fuel pipes are forced into sharp bends, the pipes kink and restrict the fuel flow. Also, once exposed to fuel, nylon pipes may become stiffer and are more likely to kink if bent too far. Take special care when working on a vehicle with nylon fuel pipes.

Quick-Connect Fittings

Quick-connect fittings provide a simplified means of installing and connecting fuel system components. The fittings consist of a unique female connector and a compatible male pipe end. O-rings, located inside the female connector, provide the fuel seal. Integral locking tabs inside the female connector hold the fittings together.

High Pressure Fuel Pump

The high pressure fuel pump is a mechanical one-cylinder design driven by an additional three lobe cam on the exhaust camshaft of bank 2. High pressure fuel is regulated by the high pressure fuel pump actuator, which is a part of the high pressure fuel pump. The high pressure fuel pump actuator is a magnetic actuator which controls the inlet valve of the high pressure fuel pump. The ECM provides battery voltage on the actuator high control circuit and ground on the actuator low control circuit. Both circuits are controlled through output drivers within the ECM. When deactivated, both drivers are disabled and the inlet valve is held open with spring pressure. When activated, the actuator low control circuit driver connects the low control circuit to ground, and the actuator high control circuit driver pulse-width modulates the high control circuit. The ECM uses the camshaft and the crankshaft position sensor inputs to synchronize the actuator with the position of each of the three camshaft lobes. The ECM regulates fuel pressure by adjusting the portion of each pump stroke that provides fuel to the fuel rail. The high pressure fuel pump also contains an integrated pressure relief valve.

Fuel Rail Assembly

The fuel rail assembly attaches to each cylinder head. The fuel rail distributes high pressure fuel to the fuel injectors. The fuel rail assembly consists of the following components:

* The direct fuel injectors
* The fuel rail pressure sensor

Fuel Injectors

The fuel injection system is a high pressure, direct injection, returnless on-demand design. The fuel injectors are mounted in the cylinder head beneath the intake ports and spray fuel directly into the combustion chamber. Direct injection requires high fuel pressure due to the fuel injector's location in the combustion chamber. Fuel pressure must be higher than compression pressure requiring a high pressure fuel pump. The fuel injectors also require more electrical power due to the high fuel pressure. The ECM supplies a separate high voltage supply circuit and a high voltage control circuit for each fuel injector. The injector high voltage supply circuit and the high voltage control circuit are both controlled by the ECM. The ECM energizes each fuel injector by grounding the control circuit. The ECM controls each fuel injector with 65 V. This is controlled by a boost capacitor in the ECM. During the 65 V boost phase, the capacitor is discharged through an injector, allowing for initial injector opening. The injector is then held open with 12 V.

The fuel injector assembly is an inside opening electrical magnetic injector. The injector has six precision machined holes that generate a cone shaped oval spray pattern. The fuel injector has a slim extended tip in order to allow a sufficient cooling jacket in the cylinder head.

Fuel Injection Fuel Rail Fuel Pressure Sensor

The fuel rail pressure sensor detects fuel pressure within the fuel rail. The engine control module (ECM) provides a 5 V reference voltage on the 5 V reference circuit and ground on the low reference circuit. The ECM receives a varying signal voltage on the signal circuit. The ECM monitors the voltage on the fuel rail pressure sensor circuits. When the fuel pressure is high, the signal voltage is high. When the fuel pressure is low, the signal voltage is low.

Fuel Pulse Dampener

The fuel pulse dampener is a part of the low pressure fuel feed pipe assembly. The fuel pulse dampener is diaphragm-operated, with fuel pump pressure on one side and with spring pressure on the other side. The function of the dampener is to dampen the fuel pump pressure pulsations.

Engine Fueling

The engine is fueled by six individual injectors, one for each cylinder, that are controlled by the ECM. The ECM controls each injector by energizing the injector coil for a brief period once every other engine revolution. The length of this brief period, or pulse, is carefully calculated by the ECM to deliver the correct amount of fuel for proper driveability and emissions control. The period of time when the injector is energized is called the pulse width and is measured in milliseconds, thousandths of a second.

While the engine is running, the ECM is constantly monitoring the inputs and recalculating the appropriate pulse width for each injector. The pulse width calculation is based on the injector flow rate, mass of fuel the energized injector will pass per unit of time, the desired air/fuel ratio, and actual air mass in each cylinder, and is adjusted for battery voltage, short term, and long term fuel trim. The calculated pulse is timed to occur as each cylinders intake valves are closing to attain the largest duration and most vaporization.

Fueling during a crank is slightly different than fueling during an engine run. As the engine begins to turn, a prime pulse may be injected to speed starting. As soon as the ECM can determine where in the firing order the engine is, the ECM begins pulsing the injectors. The pulse width during the crank is based on the coolant temperature and the engine load.

The fueling system has several automatic adjustments in order to compensate for the differences in the fuel system hardware, the driving conditions, the fuel used, and the engine aging. The basis for the fuel control is the pulse width calculation that is described above. Included in this calculation are an adjustment for the battery voltage, the short term fuel trim, and the long term fuel trim. The battery voltage adjustment is necessary since the changes in the voltage across the injector affect the injector flow rate. The short term and the long term fuel trims are fine and coarse adjustments to the pulse width that are designed in order to maximize the driveability and emissions control. These fuel trims are based on the feedback from the oxygen sensors in the exhaust stream and are only used when the fuel control system is in a Closed Loop operation.

Under certain condition, the fueling system will turn OFF the injectors for a period of time. This is referred to as fuel shut-off. Fuel shut-off is used in order to improve traction, save fuel, improve emissions, and protect the vehicle under certain extreme or abusive conditions.

In case of a major internal problem, the ECM may be able to use a back-up fuel strategy for limp in mode that will run the engine until service can be performed.

Sequential Fuel Injection

The ECM controls the fuel injectors based on information that the ECM receives from several information sensors. Each injector is fired individually in the engine firing order, which is called sequential fuel injection. This allows precise fuel metering to each cylinder and improves the driveability under all of the driving conditions.

The ECM has several operating modes for fuel control, depending on the information that has been received from the sensors.

Starting Mode

When the ECM detects reference pulses from the crankshaft position sensor, the ECM will enable the fuel pump. The fuel pump runs and builds up pressure in the fuel system. The ECM then monitors the mass air flow (MAF), intake air temperature (IAT), engine coolant temperature (ECT), and the throttle position sensor signal in order to determine the required injector pulse width for starting.

Clear Flood Mode

If the engine is flooded with fuel during starting and will not start, the Clear Flood Mode can be manually selected. To select Clear Flood Mode, push the accelerator to wide open throttle (WOT). With this signal, the ECM will completely turn OFF the injectors and will maintain in this stage as long as the ECM indicates a WOT condition with engine speed below 1,000 RPM.

Run Mode

The run mode has 2 conditions called Open Loop and Closed Loop. When the engine is first started and the engine speed is above 480 RPM, the system goes into Open Loop operation. In Open Loop operation the ECM ignores the signals from the oxygen sensors and calculates the required fuel rail pressure and injector pulse width based primarily on inputs from the MAF, IAT, and ECT sensors.

In Closed Loop, the ECM adjusts the fuel rail pressure and injector pulse width for each bank of injectors based on the signals from each oxygen sensor.

Acceleration Mode

The ECM monitors the changes in the throttle position and the MAF sensor signals in order to determine when the vehicle is being accelerated. The ECM will then increase the fuel rail pressure and injector pulse width in order to provide more fuel for improved performance.

Deceleration Mode

The ECM monitors changes in the throttle position and MAF sensor signals to determine when the vehicle is being decelerated. The ECM will then decrease fuel rail pressure and injector pulse width or even shut-off injectors for short periods to reduce exhaust emissions, and for better, engine braking, deceleration.

Battery Voltage Correction Mode

The ECM can compensate in order to maintain acceptable vehicle driveability when the ECM sees a low battery voltage condition. The ECM compensates by performing the following functions:

* Increasing the injector pulse width in order to maintain the proper amount of fuel being delivered
* Increasing the idle speed to increase the generator output

Fuel Shut-Off Mode

The ECM has the ability to completely turn OFF all of the injectors or selectively turn OFF some of the injectors when certain conditions are met. These fuel shut-off modes allow the ECM to protect the engine from damage and also to improve the vehicles driveability.

The ECM will disable all of the six injectors under the following conditions:

* Ignition OFF-Prevents engine run-on
* Ignition ON but no crankshaft position signal-Prevents flooding or backfiring
* A high engine speed-Above the red line
* A high vehicle speed-Above the rated tire speed
* Closed throttle coast down-Reduces the emissions and increases engine braking.

The ECM will selectively disable the injectors under the following conditions:

* The torque management enabled-Transmission shifts or abusive maneuvers.
* The traction control enabled-In conjunction with the front brakes applying
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Old 08-22-2011, 08:39 PM   #267
BaylorCamaro
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Wow that's a lot of information. Thanks for posting, it's good to know as much as possible about our cars.
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Old 08-22-2011, 08:57 PM   #268
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Finally, somebody else get to enjoy my enjoyment Once everything is straighten out make sure you post your impression
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Old 08-22-2011, 09:26 PM   #269
BaylorCamaro
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Finally, somebody else get to enjoy my enjoyment Once everything is straighten out make sure you post your impression
Will do, probably won't have it up and running until next week though.
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Old 08-22-2011, 09:51 PM   #270
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Once again...looking forward to your results Baylor.
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Old 09-20-2011, 12:21 AM   #271
BaylorCamaro
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Any more updates bmorecam? I know you ran into a problem with the tune Vince gave you and you've been running 93. I've actually had the E85 tune for about two weeks now, but haven't loaded it in yet because I'm making sure I understand all of the stuff on the scanxl (big thinks to you for helping me out the past week). I was going to load in the E85 this past weekend but when I was doing some dataloging I was behind a huge truck that kicked up a large rock. I tried to avoid it but it was a last second thing, I ended up running over the edge of it and it bent my front wheel. The wheel is currently being repaired and I should be back on the road on Wednesday. So fingers crossed I'll have the E85 loaded in by the end of the weekend.

Side note, when I was using my Ultra-Gauge I've noticed constant LTFT at around -3.9. All of you guys are running positive, so I think I'll get a data log and have Vince check it out.
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Old 09-20-2011, 04:39 AM   #272
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Quote:
Originally Posted by BaylorAirForce View Post
Any more updates bmorecam? I know you ran into a problem with the tune Vince gave you and you've been running 93. I've actually had the E85 tune for about two weeks now, but haven't loaded it in yet because I'm making sure I understand all of the stuff on the scanxl (big thinks to you for helping me out the past week). I was going to load in the E85 this past weekend but when I was doing some dataloging I was behind a huge truck that kicked up a large rock. I tried to avoid it but it was a last second thing, I ended up running over the edge of it and it bent my front wheel. The wheel is currently being repaired and I should be back on the road on Wednesday. So fingers crossed I'll have the E85 loaded in by the end of the weekend.

Side note, when I was using my Ultra-Gauge I've noticed constant LTFT at around -3.9. All of you guys are running positive, so I think I'll get a data log and have Vince check it out.

Sorry to hear about the rock. Glad to know it was only a wheel thou.

As for the ultra gauge, those are the numbers I see often for my LTFT -3.9. I plan to be at the track this weekend and will be doing some more data logging now that I have the other Trifect Tune (cam phasing) and the throttle body added. Details to follow in a few weeks.

No E85 tune for me.
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Old 09-20-2011, 08:59 AM   #273
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Im sorry to hear what happened. Hopefully you will be back on the road soon. Now on to the fuel trim, GM usually set the fuel trim to be within -/+5 so it can go either way. so if you are -3.9 than you are good. If you start seeing your fuel trim over -/+10 then I think it might be time you start looking into whats causing the erratic fuel trims, but for now you are fine. Just make sure you keep your eye on things after you go e85. Always remember e85 will change things alot, I remember vince once said that e85 will change things in a 3 dimensional ways lol. Some of the things are fuel values of course, cam position, ignition timing. This is one of the reason why retarding -2 degrees will put you at 28*, if you was to take -2 on a stock tune/car it will put you probably somewhere in the 17* range. Also, like I told paul usa1, if you are going to run your e85 throughout the fall and winter than you will have to get vince to adjust the cold start values. There are couple things I didn't get to before coming off e85.
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Old 09-20-2011, 11:01 AM   #274
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bmorecam, I've been following this, but missed one thing.

Why did you stop using the E85 tune? From what I read, you got great results and the fuel cost was comparable to running 92. So I'm curious what caused the switch.
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Old 09-20-2011, 11:43 AM   #275
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What LTFT's are/were you seeing with E85? Curious if it changed much. Also I know you were seeing crazy LTFT's when you first changed intakes and had to wait for the ECU to "learn" but did you also see high LTFT's when you went to E85 and the ECU was learning the new E85 tune? I'm trying to learn what to expect come this weekend when I load in E85. I don't want to be alarmed if I see high LTFT's at first if it's normal.

Quote:
Originally Posted by mpiper View Post
bmorecam, I've been following this, but missed one thing.

Why did you stop using the E85 tune? From what I read, you got great results and the fuel cost was comparable to running 92. So I'm curious what caused the switch.
The reason was because I believe he switched intakes from VR to something else and the timing was out of wack, don't quote me on this as it has been a while since I read that thread.
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