SD Enhancement?
02-03-2009, 11:00 AM
#4
Former Vendor
Member Since: Dec 2004
Location: Trenton NJ
Posts: 678
Likes: 0
Received 0 Likes
on
0 Posts
We've incorporated a number of powerful new features that brings the HP Tuners solution well ahead of any stock operating system solution. Here's a quick rundown on the features, some of which will be familiar to those that have used our enhancements before.
This E38 enhancement contains the following features:
- 2.5 bar (255 kPa) max MAP sensor support (calibration capability for GM 0-5V linear MAP sensors)
- Rescaled MAF High Freq table supports up to 15400 Hz with 300 Hz resolution, also supports airflow up to 1024 g/sec
- New VE tables with 33 x 33 cell resolution each and configurable MAP and RPM axes (choose your own resolution)
- Charge Temperature based VE multiplier table, configurable axis
- TPS based VE multiplier table, 33 x 17 cells with configurable TPS and RPM axes
- MAP referenced Boost Enrich table
- Boost Enrich MAP threshold and hysteresis value
- Both MAF and Speed Density mode supported
- Boost based fuel cut, selectable MAP threshold cuts fuel to all cylinders when exceeded
- Rescaled fan temperature axis 163-250F (73-121C), stock is 192-250F (89-121C)
The MAF High Freq table has been rescaled to 5800-15400Hz at 300 Hz resolution and the maximum airflow limit for this table has also been adjusted to allow up to 1024 g/sec (instead of the stock 512 g/sec). This is excellent news for boosted applications that want to retain the MAF but reach higher than the stock 12200Hz and 512 g/sec limits.
There are three new VE tables. Two Normal tables (one for the intake manifold control open and another for closed) and one Displacement On Demand (DoD) VE table. For vehicles that do not have intake manifold control and/or DoD it is a good idea to set all three VE tables the same. There are also VE multiplier tables that can be used to change (multiply) the VE value based on Charge Temperature (Manifold Air Temperature) and TPS/RPM. The TPS Multiplier table can be useful for tuning large camshafts. On various tables the RPM/MAP/TPS axes are fully configurable, you can set the resolution to suit your application. The defaults are suited up to around 10psi boost (175 kPa) with 5 kPa MAP resolution and 200 RPM resolution from 400-6800 RPM.
Boost enrichment functions as per our other enhancements, with an enable MAP, hysteresis and Boost Enrich table. Boost enrichment also triggers open loop fuelling. The ECM will use the richest of the PE table and the Boost Enrich table values when fuelling.
The new Boost Fuel Cut feature will cut fuel to all cylinders whenever boost is above the enable MAP value. There is also an enable/disable option for this feature. It is a complete fuel cut to all cylinders when active. This could be used by engine shops who supply turbo chargers with electronic boost controllers to protect against customers winding the boost up higher than the engine internals can handle. It could also be used as a valet tune kind of feature.
Overall, the devtest results are very promising with the folks looking in on the testing very happy to return to "normal" VE table style tuning, the HUGE tables, the awesome flexibility and customization possible with the configurable axes and also looking forward to the possibilities of extended MAF tuning with exotic MAFs or maybe even the new LS3 MAF. The fan axis lowering is also one that was well received!
This E38 enhancement contains the following features:
- 2.5 bar (255 kPa) max MAP sensor support (calibration capability for GM 0-5V linear MAP sensors)
- Rescaled MAF High Freq table supports up to 15400 Hz with 300 Hz resolution, also supports airflow up to 1024 g/sec
- New VE tables with 33 x 33 cell resolution each and configurable MAP and RPM axes (choose your own resolution)
- Charge Temperature based VE multiplier table, configurable axis
- TPS based VE multiplier table, 33 x 17 cells with configurable TPS and RPM axes
- MAP referenced Boost Enrich table
- Boost Enrich MAP threshold and hysteresis value
- Both MAF and Speed Density mode supported
- Boost based fuel cut, selectable MAP threshold cuts fuel to all cylinders when exceeded
- Rescaled fan temperature axis 163-250F (73-121C), stock is 192-250F (89-121C)
The MAF High Freq table has been rescaled to 5800-15400Hz at 300 Hz resolution and the maximum airflow limit for this table has also been adjusted to allow up to 1024 g/sec (instead of the stock 512 g/sec). This is excellent news for boosted applications that want to retain the MAF but reach higher than the stock 12200Hz and 512 g/sec limits.
There are three new VE tables. Two Normal tables (one for the intake manifold control open and another for closed) and one Displacement On Demand (DoD) VE table. For vehicles that do not have intake manifold control and/or DoD it is a good idea to set all three VE tables the same. There are also VE multiplier tables that can be used to change (multiply) the VE value based on Charge Temperature (Manifold Air Temperature) and TPS/RPM. The TPS Multiplier table can be useful for tuning large camshafts. On various tables the RPM/MAP/TPS axes are fully configurable, you can set the resolution to suit your application. The defaults are suited up to around 10psi boost (175 kPa) with 5 kPa MAP resolution and 200 RPM resolution from 400-6800 RPM.
Boost enrichment functions as per our other enhancements, with an enable MAP, hysteresis and Boost Enrich table. Boost enrichment also triggers open loop fuelling. The ECM will use the richest of the PE table and the Boost Enrich table values when fuelling.
The new Boost Fuel Cut feature will cut fuel to all cylinders whenever boost is above the enable MAP value. There is also an enable/disable option for this feature. It is a complete fuel cut to all cylinders when active. This could be used by engine shops who supply turbo chargers with electronic boost controllers to protect against customers winding the boost up higher than the engine internals can handle. It could also be used as a valet tune kind of feature.
Overall, the devtest results are very promising with the folks looking in on the testing very happy to return to "normal" VE table style tuning, the HUGE tables, the awesome flexibility and customization possible with the configurable axes and also looking forward to the possibilities of extended MAF tuning with exotic MAFs or maybe even the new LS3 MAF. The fan axis lowering is also one that was well received!
The second that's available, I'm running it!
02-03-2009, 12:02 PM
#6
Safety Car
Member Since: Aug 2006
Location: Apache Junction AZ
Posts: 4,347
Likes: 0
Received 22 Likes
on
18 Posts
I asked a local tuner the same question and he said not much and that it would take many more hours of tuning than a standard tune. As you can see by the post by foff667 they have recently improved hp tuners and he may have more info. What he just put up is pretty much greek to non tuners like myself.
BJK
BJK
02-04-2009, 11:26 AM
#7
Former Vendor
Member Since: Dec 2004
Location: Trenton NJ
Posts: 678
Likes: 0
Received 0 Likes
on
0 Posts
The stock OS in most GM vehicles limits the maf to ~12000hz & 512g/sec limits, our custom operating system ups these limits to 15000+hz & 1024 g/sec meaning you can tune forced induction applications without all the fudging that was done previously. You could also opt for full on speed density which in the case of C6's does away with the coefficient tables & puts in a Primary ve table that most tuners are more used to making tuning much easier. Add to that the boost enrichment table, the adjustable axes, etc. it also makes for more finer tuning & more accurate tuning as compared to a "standard" tune using the stock operating system.
-Bill
-Bill
02-04-2009, 02:22 PM
#8
Pro
Member Since: Mar 2006
Location: calgary alberta
Posts: 727
Likes: 0
Received 0 Likes
on
0 Posts
The stock OS in most GM vehicles limits the maf to ~12000hz & 512g/sec limits, our custom operating system ups these limits to 15000+hz & 1024 g/sec meaning you can tune forced induction applications without all the fudging that was done previously. You could also opt for full on speed density which in the case of C6's does away with the coefficient tables & puts in a Primary ve table that most tuners are more used to making tuning much easier. Add to that the boost enrichment table, the adjustable axes, etc. it also makes for more finer tuning & more accurate tuning as compared to a "standard" tune using the stock operating system.
-Bill
-Bill
02-05-2009, 03:33 PM
#12
Former Vendor
Member Since: Dec 2004
Location: Trenton NJ
Posts: 678
Likes: 0
Received 0 Likes
on
0 Posts
