E-Force lean code help..
Thread Starter
Melting Slicks
Joined: Aug 2006
Posts: 2,475
Likes: 97
From: KY/TN
St. Jude Donor '13-'14-'15-'16
E-Force lean code help..
I've been chasing these random lean codes since I installed my E-Force.
Started happening about 2 weeks after the install. The LTFT average about 11%, but often skyrocket to 25% at idle.
I have smoke tested the intake and exhaust and verified that there are no leaks, replaced injector o-rings thinking they were leaking, new 02 sensors, new MAP sensor, new MAF sensor, new throttle body, new BCM, new HO alternator, and I even replaced the defective valley plate that Edelbrock sent me. And I often continue to get lean codes at idle, and/or immediately upon hot start up.
What would cause my trims to skyrocket at idle? I have tried to monitor the trims and noticed that is always fuel cell 16, 17, and 37 that exceed 25% when at idle and set my CEL. Although it doesn't always do it.
I have the ability to data log with SCT live link and have attached a link to the data log file which can also be opened with Microsoft Excel. It is about 20Mb, and around 40-45 minutes of driving with a couple of pulls.
https://www.mediafire.com/?gf3ov8f4y3p1fjl
Started happening about 2 weeks after the install. The LTFT average about 11%, but often skyrocket to 25% at idle.
I have smoke tested the intake and exhaust and verified that there are no leaks, replaced injector o-rings thinking they were leaking, new 02 sensors, new MAP sensor, new MAF sensor, new throttle body, new BCM, new HO alternator, and I even replaced the defective valley plate that Edelbrock sent me. And I often continue to get lean codes at idle, and/or immediately upon hot start up.
What would cause my trims to skyrocket at idle? I have tried to monitor the trims and noticed that is always fuel cell 16, 17, and 37 that exceed 25% when at idle and set my CEL. Although it doesn't always do it.
I have the ability to data log with SCT live link and have attached a link to the data log file which can also be opened with Microsoft Excel. It is about 20Mb, and around 40-45 minutes of driving with a couple of pulls.
https://www.mediafire.com/?gf3ov8f4y3p1fjl
Last edited by erick_e; Dec 15, 2013 at 08:47 PM.
Supporting Vendor
Joined: Jan 2013
Posts: 407
Likes: 11
From: Mooresville North Carolina
What is in it as far as the tune goes, what Edelbrock sends? Or was it tuned by a shop/yourself? Barring any mechanical problems it just sounds like the tune needs attention...I don't use SCT so I can't review your logs but just going by what you say it sounds like it needs more work.
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Drifting
Joined: May 2005
Posts: 1,563
Likes: 334
From: Indianapolis Indiana
I've been chasing these random lean codes since I installed my E-Force.
Started happening about 2 weeks after the install. The LTFT average about 11%, but often skyrocket to 25% at idle.
I have smoke tested the intake and exhaust and verified that there are no leaks, replaced injector o-rings thinking they were leaking, new 02 sensors, new MAP sensor, new MAF sensor, new throttle body, new BCM, new HO alternator, and I even replaced the defective valley plate that Edelbrock sent me. And I often continue to get lean codes at idle, and/or immediately upon hot start up.
What would cause my trims to skyrocket at idle? I have tried to monitor the trims and noticed that is always fuel cell 16, 17, and 37 that exceed 25% when at idle and set my CEL. Although it doesn't always do it.
I have the ability to data log with SCT live link and have attached a link to the data log file which can also be opened with Microsoft Excel. It is about 20Mb, and around 40-45 minutes of driving with a couple of pulls.
https://www.mediafire.com/?gf3ov8f4y3p1fjl
Started happening about 2 weeks after the install. The LTFT average about 11%, but often skyrocket to 25% at idle.
I have smoke tested the intake and exhaust and verified that there are no leaks, replaced injector o-rings thinking they were leaking, new 02 sensors, new MAP sensor, new MAF sensor, new throttle body, new BCM, new HO alternator, and I even replaced the defective valley plate that Edelbrock sent me. And I often continue to get lean codes at idle, and/or immediately upon hot start up.
What would cause my trims to skyrocket at idle? I have tried to monitor the trims and noticed that is always fuel cell 16, 17, and 37 that exceed 25% when at idle and set my CEL. Although it doesn't always do it.
I have the ability to data log with SCT live link and have attached a link to the data log file which can also be opened with Microsoft Excel. It is about 20Mb, and around 40-45 minutes of driving with a couple of pulls.
https://www.mediafire.com/?gf3ov8f4y3p1fjl
Since you have a lean code you might want to pull your blower off and inspect your O-rings and make sure your intake clears that piece you had to grind off. Then you can apply a little red high temp silicone sealant outside the O-rings but not directly on the O-rings to guarantee a seal. This worked well for me.
You might be able to pull spark plugs to determine which cylinder(s) are running lean if it truly is running lean.
You might have an injector that has gotten dirt in it from the new fuel rails. You can easily make an injector test stand using the old fuel rail. If you think you need to do this I will send you a picture of my test stand.
It might just boil down to finding a tuner. Good luck to you and I hope your are able to figure it out.
Thread Starter
Melting Slicks
Joined: Aug 2006
Posts: 2,475
Likes: 97
From: KY/TN
St. Jude Donor '13-'14-'15-'16
What is in it as far as the tune goes, what Edelbrock sends? Or was it tuned by a shop/yourself? Barring any mechanical problems it just sounds like the tune needs attention...I don't use SCT so I can't review your logs but just going by what you say it sounds like it needs more work.
I hate to say it but you may also have a corrupt tune like I did. I don't have much use for the SCT units. However, if it ran good in the beginning one would think something mechanical went wrong.
Since you have a lean code you might want to pull your blower off and inspect your O-rings and make sure your intake clears that piece you had to grind off. Then you can apply a little red high temp silicone sealant outside the O-rings but not directly on the O-rings to guarantee a seal. This worked well for me.
You might be able to pull spark plugs to determine which cylinder(s) are running lean if it truly is running lean.
You might have an injector that has gotten dirt in it from the new fuel rails. You can easily make an injector test stand using the old fuel rail. If you think you need to do this I will send you a picture of my test stand.
It might just boil down to finding a tuner. Good luck to you and I hope your are able to figure it out.
Since you have a lean code you might want to pull your blower off and inspect your O-rings and make sure your intake clears that piece you had to grind off. Then you can apply a little red high temp silicone sealant outside the O-rings but not directly on the O-rings to guarantee a seal. This worked well for me.
You might be able to pull spark plugs to determine which cylinder(s) are running lean if it truly is running lean.
You might have an injector that has gotten dirt in it from the new fuel rails. You can easily make an injector test stand using the old fuel rail. If you think you need to do this I will send you a picture of my test stand.
It might just boil down to finding a tuner. Good luck to you and I hope your are able to figure it out.
I never had to grind anything off, but remember reading a thread where someone had to. I never had any clearance issues. I did have to take the supercharger off to replace a defective valley plate.
I am 100% positive I don't have an intake or exhaust leak, as I spent almost $900 on a Redline smoke tester.
Hopefully the updated tune will resolve my issues.
Instructor
Joined: May 2007
Posts: 202
Likes: 0
From: Wetumpka
The part that needed grinding off was a water galley plug on the rear of the drivers side and only applicable to the 2008 model. I would also check the manifold o-rings, they would be easy to roll off or not sit correctly if the SC was not let down near perfectly.
Drifting
Joined: May 2005
Posts: 1,563
Likes: 334
From: Indianapolis Indiana
Not that it matters here but all the older LS2 models gets it doodad ground off. Don't know about an LS7 but I would look into it to be sure.
Instructor
Joined: Sep 2012
Posts: 144
Likes: 3
From: Dallas Texas
Air leak I bet. Get a can or 2 of Carb cleaner and use the tube to spray it around your suspected leak points. If the idle goes up you've found it. A vacuum gauge will also show if you have an air leak as well.
Thread Starter
Melting Slicks
Joined: Aug 2006
Posts: 2,475
Likes: 97
From: KY/TN
St. Jude Donor '13-'14-'15-'16
I bought a Redline smoke tester, and cannot find any leaks (intake or exhaust).
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Instructor
Joined: Sep 2012
Posts: 144
Likes: 3
From: Dallas Texas
If you have a harbor freight close by get a cheapie vacuum gauge for $10, a leak will be readily apparent as low vacuum. Google for the vacuum gauge readings too.
The carb cleaner trick has been working great for me for years...
Check these bookmarks of mine for vacuum gauge readings:
http://www.secondchancegarage.com/public/186.cfm
http://www.classictruckshop.com/club...ts/vac/uum.htm
http://www.international-auto.com/fi...uum-gauges.cfm
http://www.earlycuda.org/tech/vacuum2.htm
Gauge:
http://www.harborfreight.com/fuel-pu...ter-93547.html (use a 20% off coupon)
Last edited by tracybarnes; Feb 12, 2014 at 05:20 PM.
Safety Car
Joined: Aug 2000
Posts: 4,537
Likes: 84
From: St. Joseph MO
Cruise-In III Veteran
Cruise-In IV Veteran
I was having the same issue with the E-Force and SCT tuner on my dad's 05 LS2 Vette with the 1593 kit. I ended up getting fed up and tuning the blower myself. I couldn't get rid of the lean idle codes popping up with every tune and no vacuum leaks. But if you've found success then props to you. 
Pro
Joined: Feb 2001
Posts: 651
Likes: 42
From: Zimmerman MN
I was having the same issue with the E-Force and SCT tuner on my dad's 05 LS2 Vette with the 1593 kit. I ended up getting fed up and tuning the blower myself. I couldn't get rid of the lean idle codes popping up with every tune and no vacuum leaks. But if you've found success then props to you.
Drifting
Joined: May 2005
Posts: 1,563
Likes: 334
From: Indianapolis Indiana
Are you referring to the bypass valve? I'm not familiar with reference to a surge valve on the eforce.
Instructor
Joined: Feb 2015
Posts: 135
Likes: 3
From: Rosenberg Texas
Could you please elaborate a little more on this surge valve please?
Thread Starter
Melting Slicks
Joined: Aug 2006
Posts: 2,475
Likes: 97
From: KY/TN
St. Jude Donor '13-'14-'15-'16
For what it's worth my issue definitely was with the tune. I swapped out my 2009 ECM with a 2010 ECM which didn't need to be scaled for the injectors and my problem went away.
Drifting
Joined: Jul 2005
Posts: 1,315
Likes: 50
From: East Strouds PA
How did you find out about this ECM swap and is this only for 08 and up? Thanks!
Thread Starter
Melting Slicks
Joined: Aug 2006
Posts: 2,475
Likes: 97
From: KY/TN
St. Jude Donor '13-'14-'15-'16
Thanks for getting back and making this suggestion. I have the eforce on an 06 and now you have my interest concerning what you did to solve your issue. My LTFT are not as severe as yours were but idle is definately not great while there is a flat spot off idle that is hard to ignore too. I have no or very little vac leaks.
How did you find out about this ECM swap and is this only for 08 and up? Thanks!
How did you find out about this ECM swap and is this only for 08 and up? Thanks!
Since the E-Force is available for all 06-13 LS7s, I knew Edelbrock had a tune for all years, just that the 2009 and prior ECM needed to have the tune scaled to accommodate the larger injectors and I didn't want to learn by having to scale a tune.
I ended up buying a 2010+ ECM off of eBay and flashing it with a factory 2010 VIN and calibration using my Bosch M-VCI (similar to a MDI) and GM SPS. Once that was done I installed it into my vehicle and flashed it with the E-Force tune.
I haven't had any issues with it since then, I haven't touched the calibration yet, although I still want to. Just too damn busy.
Race Director
Joined: May 2004
Posts: 16,667
Likes: 1,209
From: Raleigh, NC
St. Jude Donor '15
No need to scale the whole tune. All you have to do is cut the actual injector flow rate in half, then double the stoich AFR table to 29.4 or whatever it works out to and it will work fine without any other changes.
No need to scale every table referencing airflow
This is of course assuming you aren't hitting any airflow limits with the MAF
No need to scale every table referencing airflow
This is of course assuming you aren't hitting any airflow limits with the MAF
Last edited by schpenxel; Apr 26, 2016 at 09:09 AM.