l67 remap options to suit 10 psi+

[zspanners]

Hi guys looking to remap a VX Supercharged v6 Auto with 10 psi pulley kit.
I have remapped VS and VT L67 before with good results but this vehicle breathes really well and is maxing airflow.
This vehicle has Pacemaker extractors and a very free flowing exhaust, plus a good free flowing cold air intake.
Can anybody advise me of what is required to be able to remap this vehicle at 10 psi and above.

Maf options to v8 5.0 /5.7 or LS1???.
Maf to Map conversion??? has anyone worked this one out yet as per Kalmaker?? ( do not wish to use Kalmaker and not against MAF just need to be able to reliably remap at 10 psi and above).

Can any body give me A How to on rescaling MAF if able to use LS1 and are there any issues with trans control using a larger MAF???.
Has any one used the MACE water to air inter-cooler kit on an L67 and are they any good????.
Any information greatly appreciated.

[The1]

just tune it like normal, inj multi table, PE tables, Spark tables etc.

[antus]

If your maxing the airflow the ecu can handle im not aware of any way around that, other than to use kalmaker. If you did do that, depending which workshop version it is, you might be able to use tunerpro and windows at least. Im not aware of any other programs that can handle it, maf or map.

[DavoF]

I am planning on running more boost in the future on a vx supercharged and will be in a similar position. I have read that if the PCM has a airflow limit then you can successfully fool the ecu with scaling the maf and injectors and adjusting for load. The thread below has some information but i'm just learning at this stage and gathering information. Hope this helps.

http://www.cobbforums.com/forums/showth ... help/page2

Maybe someone else has some info?

Cheers

[yoda69]

While this can be done, it will reduce resolution of the tables, exactly the same as the old 5D 2 bar tunes. The second problem is that there are a lot of variables that use airflow in calculations that would also need to be updated and all the DTC parameters. On less complicated bins like 5D where significantly less that needed adjusting compared to the later bins.
While not impossible it would be a significant undertaking to create a base bin and revised xdf to suit, if I had a month spare I'd look into it, but already in too deep on other projects.

Yoda69

[zspanners]

Thanks guys for your input, has any one used an LS1 MAF on a V6 and what sort of results.

The max Airflow that the ECU sees is Hz (Antus) and therefore would the following apply.

Looking at the Airflow verse Hz the LS1 Maf would flow 20-30% more AIR for a given reading of Hz(this is in a sliding scale from idle to max air flow) , for example at a Typical idle of say 2274Hz and 440g/sec for the V6 and 2050Hz and 440 g/sec for the LS1(20% near as) and at 10,000 Hz of reading the LS1 Maf is flowing 318 g/sec and the STD v6 MAF at 10,000 Hz is flowing 247 g/sec.(30% near as)
Would not using an LS1 MAF make the ECU read from a lower scale and then adjust Fuel and Timing to suit. (The1)
Would this not give you more head room (30%) and yes it would reduce the tuning scale slightly (20-30%) , but not as badly as an early $5D 2bar (Yoda69).
Question to The1 , is this the method that you have used and what effect on trans tables , shift quality etc ???.


I also repeat my question , Has any one used the MACE water to air inter-cooler kit on an L67 and are they any good????.

This would only have a very positive effect on charge temp and could lead to a reasonable power increase through improved temperature control and ignition timing, especially at higher than standard boost pressures.

I have several people looking for improved tunes for S/C V6 GM vehicles and many more looking to Super Charge and Turbo V6 and MAF V8 Commodores.
I would think that there would be many out there that would like to see some development for this type of application.

If somebody came up with the solution once ( Kalmaker ) then somebody else should be able to solve this as well.

There are a lot of very switched on people on this forum and if we work together we should be able to solve this.
Just look at the advances over the last couple of years in what we can now do thanks to VL400 and many others.



zspanners.

[antus]

the maf hz is not the only limit. internally the pcm uses an 8 bit value for air mg, and when that hits the ceiling its game over without the code changes that kal has. i can never remamber what that value is. 500 or 1000mg? (im still mostly working on 808s). i think kal goes up to 3000.

[The1]

For maf pcms cylair is capped at 1000mgc though usually see 9xx on the logs.

the larger mafs they all use the same curves as the stock one so x Hz to x g/s is the same though LS mafs scale to 14000hz, but is no use on the stock code which maxs out at 10000hz, the stock code though can scale the flow up to 512g/s.

I have only spent limited time in code and bench testing so can't call anything.

[VL400]

I have several people looking for improved tunes for S/C V6 GM vehicles and many more looking to Super Charge and Turbo V6 and MAF V8 Commodores.
I would think that there would be many out there that would like to see some development for this type of application.

If somebody came up with the solution once ( Kalmaker ) then somebody else should be able to solve this as well.

Its certainly possible but the later model bins are very complex and getting a higher airflow limit is not a trivial task, right now the hardest part is the 128k bin and bank switching that GM used Once past that hurdle and we can recompile from a disassembled bin it will be possible but will just take time. Getting a proper speed density bin and a MAF bin with the extra airflow would be good to see in the free DIY world one day.

[charlay86]

Someone else is definitely working on it...