blackz151

Can anyone take a look at my logs and tune and provide any feedback. I just started with HP tuners last weekend and I think I am getting a hang of it.

The Car:
07 c6 m6

427 ls3
TSP 242/250, .655"/.655" 114 lsa cam
PRC 2.5 heads
TSP headers
Vararam intake

The tune I have in there seems to run well. I drove it yesterday and it does not hang or anything.

Questions:
For the idle am I looking for the timming to stay at or under what I set it at or am I looking to get it to stop bouncing around as much as possible.

Is 1100 idle to much? To me it sounds a bit much but I wanted to check

How do I get rid of the surge that comes around 1000-2000 in 5-6 gear
Would I just pull some timing there?

schpenxel

Timing is going to jump around. Log idle adapt advance; that is what is causing it to jump. Ideally it'll be around 0. I've had good luck with it slightly negative.

Engine-->spark-->advance, "idle adaptive spark control", those 6 tables control how much timing is added/subtracted base on how far actual RPM is from "desired" idle RPM (can log desired idle RPM also if you want)

1100 is really high IMO

Try moving timing up/down and see if it makes any difference with the surging. Looks like timing is a good bit over stock with what you have in there now

You haven't touched any of the MAF or VVE airflow tables so I'm fairly sure it's going to need some work there. No way volumetric efficiency is the same now as it was stock everywhere..

blackz151

Thanks for the input. I will check out idle adapt logs.

I added some timing with the advice of someone I see now does not know what they are talking about.

I have to get into the MAF and VVE tables I was just trying to get the idle straightened out.

I am going to work on it this week some more and see if I can get it down to 950-1000

schpenxel

Gotcha--fuel trims weren't too horrible considering totally stock airflow tables.

Yeah, that can just do weird things.. it uses MAF airflow and VE airflow to create dynamic airflow, which is what is actually used in the end (can log all of these and see it in action--it's basically a mixture of MAF and VE airflow values). In steady conditions it uses more of the MAF reading, during quick changes it uses more of the VE airflow values. So if one of them is off it can do some weird things as it's biasing back and forth

blackz151

Ah sounds like Im in for a ride to figure it out.

Thank you for pointing me in the right direction. Makes it a bit easier. Now i know why tuners make the big buck lol

schpenxel

It's not too bad. Disable MAF, tune VE. Disable VE, tune MAF.

blackz151

Ah well that makes sense I'll get into it soon one way or the other lol

tblu92

That is a large cam
With large cams i always increase the base timing in P/N and in gear to about 23-24*
Also while data logging the timing at idle see how far the timing bounces around To idle correctly it should never drop like below 20* to make this happen RAISE the " minimum final timing" only in the idle RPM's to like 20* So if you have commanded 23* in the idle timing tables it will never drop below 20* and keep it steady
Also data log your MAF table--Try to make corrections here in the idle areas to get the fuel trims at 0 or slightly negative----If this becomes troublesome make the adjustment THEN DELETE the LTFT corrections as well --I have do do this many times with larger cams