--- In EFILiveTuning@yahoogroups.com, "braveops" <braveops@...> wrote:
>
> how come there is lots of diesel tunes on the net but no gas tune around?
>
im sure its because most people use efi live for diesels there is just so much
more potential in a diesel.

--- In EFILiveTuning@yahoogroups.com, "Michael" <beekiller@...> wrote:
>
> what's buzzing?
>
> BTW, you will probably generate codes if you use this algorithm on long
grades.  Desired boost and actual boost disparity will pop underboost codes, if
the diagnostic occurs on the grade.
>
Hi Micheal, thank you for your response.

I got it fixed, I had the turbo vanes set to 100% and upon engine shut off it
sounded like this: http://www.youtube.com/watch?v=yLcAVY2UVh4

Someone recommended I change the vane to 99.5 and that did the truck.

I'm going to have to figure out how to get that check engine light off on long
grades now... grrr. LOL

what's buzzing?

BTW, you will probably generate codes if you use this algorithm on long grades. 
Desired boost and actual boost disparity will pop underboost codes, if the
diagnostic occurs on the grade.

Hey guys - I just finished working up my turbo brake - It's great!

The only thing that's NOT great is when I turn the key off it BUZZES LOUDLY.

Any ideas?

I'm in a low altitude area (at about 100 feet above sea level) .

Desired Boost levels EGR ON (Even though I've shut it off via programming)
0 MM3 - from 0 RPM until 1000 RPM at 15 LBS boost
0 MM3 - From 1000 RPM until 4800 RPM at 25 LBS boost
No other changes

Desired Boost Levels EGR OFF
0 MM3 - from 0 RPM until 1000 RPM at 15 LBS boost
0 MM3 - From 1000 RPM until 4800 RPM at 25 LBS boost
No other changes

Turbo Vane Position EGR On
0 MM3 - 1200 RPM - 4800 RPM 100%
No Other Changes

Turbo Vane Position EGR Off
0 MM3 - 1200 RPM - 4800 RPM 100%
No Other Changes

Turbo Vane Position Maximum Low Altitude (other altitude set up the same)
0 mm3 - 300 rpm until 3600 rpm 100%
5 mm3 - 300 rpm until 3600 rpm 100%

Turbo Vane Position Minimum
Not changed
(Although Earlier I had set 0mm3 300 rpm until 3600 rpm to 100%)


Now everytime i turn the key to off, in like 1 -3 seconds it starts buzzing.

Any ideas?

I do NOT have any additional hardware, the turbo brake is ALL Efilive program
related... the buzz is making me nuts, and I've switched tunes (which alleviated
it)...

how come there is lots of diesel tunes on the net but no gas tune around?

Good question and glad it was asked.  File sharing is fine, but if a
tune were identified as being intellectual property of a third party,
created by other than the party posting it, it would have to be
removed.  Court tested, Napster comes to mind, no different really.

However, what is done non-publicly reaches into your own comfort level
with the knowns.  I have personally looked at all the majot players in
the diesel tuning market.  I have found that none of them meet my
criteria for a decent tune: none of them reach into the core of the
stock tune that makes it less than desirable as refinement goes.  It
begins with a very loud and laborious reality...you must begin with a
new fuel pressure table.  None of the tuning companies do this, as it
represents a real R&D process, it becomes a very long process but as
far as I am concerned, worth the added effort.

First i'd like to say hello and that i'm really excited to be getting
EFI live soon. I was wondering if you ever thought of putting the
mainstream tunes like the PPE hot +2 tune or crazy larry or other
preloaded tunes from companies so users can get them and tweak them a
little bit. I've heard of people doing this on there own but i figured
it would be cool to get a data base of all the tunes that are already
out there. I'm not sure if this is illegal or not, but i wouldn't think
so.

I don't have canned tunes really.  Each truck has a different operating
system, making simple tune swapping impossible.  Each is an individual
effort.  Hope that helps. :)

I am looking for the tow tune but cannot find it. Am I just blind? I
have a 01 2500HD D/A. Can anyone help me please?

Thanks,
Tony

Should not be an issue.  :)

Are there any problems running a V1 with a Vista laptop? At the moment
I have to get my other laptop fixed due to saving the lil boy and not
the laptop. Kids cost way more than the Toshiba, haha. Anyways, I am
going to order mine next week so I can have a couple of tunes for the
Hoosier Blackout in Danville on the 5th of April. Will I have
any "issues" trying to run V1 on my Vista laptop?

Tony

I am looking for any information regarding changing the pulsing of
injectors on a Corvette TPI unit to match the firing order.

Yes.  The idle section is typically around 600-900 rpm, and 20-40 mPa.

In that section of the table, if you just copy and paste the stock
values back, you should be surge free.

Incidentally, I have typically been able to rid surges on stock
vehicles with the same process.

Oh yeah, and it was selected as Imp. and I changed it to Metric.

--- In EFILiveTuning@yahoogroups.com, "Michael" <beekiller@...> wrote:
>
> In your PID's list (F8), FRPDES and FRPACT probably needs to be
changed
> to metric, or vice versa.  Right click on it for this option.
>
> Did this fix it?
>
That did it!!!!! Now, is that still where I need to change my numbers
then? In that area?  Cause that sounds a lot more realistic cause I
have almost twice the pulse in those pods as the ones it was telling me
to change in the 190MPa area.  Now it shows me in the 30MPa area, which
was where I thought I should have been.  Although, I didnt think about
the ecm commanding more fuel in gear, therefore moving into the 9-10mm3
range.

In your PID's list (F8), FRPDES and FRPACT probably needs to be changed
to metric, or vice versa.  Right click on it for this option.

Did this fix it?

OK, I am with you now!  You have a units conflict.  I have seen this
lots, just need to remember how I fixed it.

--- In EFILiveTuning@yahoogroups.com, "Michael" <beekiller@...> wrote:
>
> I am still confused about your "190 mPa".  That is not explained by
the
> above post.  I need to see that for myself in your log.
>
Funny thing is, on two different trucks in stock tune, it is the same
way.  I would think that during idle the truck would be calling for the
upper left hand area of the table.  But when you log and move the line
on the graph, the only area that gets the pods highlighted is the far
right column (190 MPa).  Its weird, but the actual commanded pressure
in the log says right about what is being given +/- 100-200 psi.

I am still confused about your "190 mPa".  That is not explained by the
above post.  I need to see that for myself in your log.

--- In EFILiveTuning@yahoogroups.com, "lpdtuning" <lpdtuning@...> wrote:
>
> I think I figured it out, but still dont understand why it is
> commanding that pressure. When in gear it commands more fuel, around
> th 8-9mm3 area. My pulse width varies too much in that column from one
> box to another, therefore when it commands 263ms at 8mm3 and 364ms at
> 9mm3's it is too much and then it starts working against its self.
> Back and forth and so on. Am i wrong?
>

I think you are exactly correct.  If you "flatten" the idle area somewhat, you may see the surge disappear.

Also, if you want to post the stock tune, so the compare feature can be used, it is easier to spot any radical changes that may lead to this.  Sometimes a person will increase the entire pulse field a fixed % or number, and this seldom works well.

If you still don't fix it, send me the idle log with rpm, pulse, pressure (desired and act), main timing etc.

I think I figured it out, but still dont understand why it is
commanding that pressure.  When in gear it commands more fuel, around
th 8-9mm3 area.  My pulse width varies too much in that column from one
box to another, therefore when it commands 263ms at 8mm3 and 364ms at
9mm3's it is too much and then it starts working against its self.
Back and forth and so on.  Am i wrong?

--- In EFILiveTuning@yahoogroups.com, "Michael" <beekiller@...> wrote:
>
>
>
> 190 mPa at idle means something is fundamentally wrong in the tun
file.
>
> How about uploading both tunes into the TUNE REPOSITORY
> <http://autos.groups.yahoo.com/group/EFILiveTuning/files/Tune%
20reposito\
> ry/Diesel/>  , we can take a look atit
>
I uploaded it Micheal....I just dont understand why it would be
commanding that much pressure.  I checked all my tables and none of
them are commanding that much pressure, at that RPM, or throttle
position or mm3.

190 mPa at idle means something is fundamentally wrong in the tun file.

How about uploading both tunes into the TUNE REPOSITORY , we can take a look atit

I have an LB7 im tuning and while at an idle in gear I have a lope. I
didnt change any fuel pressure at idle or any pulse width. (So I
thought) I did some logging to find that at idle im demanding 4900psi
but was fluctuating from 52-4700psi. So, I went into my pulse width
chart and started lowering the values from the 5 mm3's all the way up
to 0 over to 40MPa. And I still had a lopey idle. So, I looked at the
scan tool, and moved the line around on the graph and noticed that it
was commanding 190MPa. Why is that? Is the CP3 getting weak and the
valve is opening all the way to keep pressure? So, I lowered those
values and it still lopes. But, load up the stock tune and all is
good.  I have a tune in my truck that has way more fuel in the same
areas, and it idles smoothly. Im learning a lot but there is so much
more to go. Thanks in advance for any help

You really have to start with your own baseline, or assumption.  300
is a typical crank LLY, stock tuning.  Wheel HP is around 265, so you
may want to substitute that into the formula.

--- In EFILiveTuning@yahoogroups.com, "Michael" <beekiller@...> wrote:
>
> I don't know the answer.  But I don't mind guessing.  And this
assumes
> that MAF is added in proportion to maintain the same equivalence
> ratio.
>
> I will guess that stock fueling is at a point of 70% diminished
> return, meaning that the last mm^3 gets about 70% of the HP of the
> first mm^3.
>
> If 2000 mm^3 gets 300 HP, then 2500 mm^3 gets: ((500/2000)*1.6*300)
> +300=52+300=352
>
> Just a guess.
>
Now would that be crank hp. or rwhp?

I don't know the answer.  But I don't mind guessing.  And this assumes
that MAF is added in proportion to maintain the same equivalence
ratio.

I will guess that stock fueling is at a point of 70% diminished
return, meaning that the last mm^3 gets about 70% of the HP of the
first mm^3.

If 2000 mm^3 gets 300 HP, then 2500 mm^3 gets: ((500/2000)*1.6*300)
+300=52+300=352

Just a guess.

I havent had a chance to dyno any of my tunes yet, but I was wondering
(depending on timing of course) what a good way to determine a tunes
power is by looking at the pulse width.  I just would like to know
until I can get to a dyno.

CD player Alarm Immobiliser Tinted Windows Power steering Power
Mirrors. for complete details see it here
http://cars.ozfreeonline.com//info.php?id=2410.


Toyota Camry 1997 Update (not widebody), CSi, Auto, Metallic Green,
2.2Ltr, 220,000kms, New Battery, Spark plugs, Petrol filter, CD
Player, Very Economical and smooth running, whisper quiet, Tinted
windows, Full 12 months Rego, Good Tyres, Lately serviced for $1000,
Has been serviced every 8000kms (never skipped), Price without RWC but
can be arranged. Great Family Car. Selling Due to no need of two cars
anymore. Please Call after 4:30pm on Weekdays or anytime Weekends.
Thanks :) $7200ono 0407 018 388

Visit our car blogs:
http://cars.blogs.ozfreeonline.com
http://carsblogsozfreeonline.blogspot.com/
http://mycarfacts.blogspot.com/
http://wine-and-everything.blogspot.com/
http://solar-energy-from-the-sun.blogspot.com/
http://solar-energy-facts.blogspot.com/

thanks,