Originally Posted by Sebdane

Got the IFR table pretty well nailed down. Its not pretty, but it works. Averages LTFT= at idle +3, at part throttle/any load outside PE +/-0, feather throttle/steady state +4, decel/downhill +7. With Magna tune, only hit 4 fuel trim cells in closed loop at operating temp. Furthermore, I spend 90 percent of my time in cell 1 (avg 0 pull/add). No lean bank codes in 500 miles.

I will go ahead and put a plug in for Magna. This system is outstanding. Put it on at a family member's house in Colorado with my hand tools I carry with me (10 hour clean install). Went from 2000' elevation to 7000' , 3 hour drive up and under load, IAT's never went over 30 degrees above ambient. Power is excellent. Being realisitic, for a daily driven 4x4 street truck that needs to be reliable transportation for long work trips, I couldn't be more pleased with this system. Makes my procharger days seem like a nightmare lol. As far as the guys looking for better ET's in their trucks, the power/potential power is there with this system, stall and tire/gear ratioing combinations are what need to be tackled. 4l70, 3.73 or 4.10 with 20's=slow.
PS.......Joe at Left Coast 32 runs his buisness right. Excellent customer service/support. He has been top notch helping me (telling me what to do lol) with my IFR table and other tuning for this system.

Originally Posted by SRT10KLLR

They look like the 2003(Stage 0) SRT-4 injectors that are rated 527cc(50 lbs/hr) @ 4 bar(58 PSI).

Originally Posted by brantsz

The issue is only related to the 07+ VMAX trucks with the L76 6.0 If you look at the IFR table on a stock L76 truck it is a little different than most. The guys at Maggie were telling me that because of this and the way the truck regulates it pressure that the injectors were not working so well. Something to do with the spray pattern, which is good at 45 PSI but causes problems on pressure ramp up/down. Now that is what I was told and was asked to work with them on.

Originally Posted by zippy

The variable fuel pressure is GM's way of going back to what they had in 03' with the return style fuel system and a vacuum operated fuel pressure regulator. Higher fuel pressure makes for a better spray pattern, but a smaller injector makes for a more consistant spray. Consistant spray makes for better emissions and fuel economy hence the less pressure at cruise. Less pressure makes the injector smaller essentially. Calibrating injectors that you don't have numbers for is a real pain in the a** and can take a while. There is a true solution, but it's not cheap. I agree that the IFR table isn't as big of a problem as the injector offset voltages and deadtime compensation. Here is a site that should fully explain the problem. This guy is a genius. http://www.yawpower.com/injectordeadtimesarticle.html

Note: link meant for reading purpose's only, not trying to sell anything for this guy.

Originally Posted by MyLS1Hauls

28.29 30.00 31.63 33.17 34.65 36.06 37.42 38.73 40.01 41.24 42.43 43.59 44.73 45.83 46.91 47.96 49.00 50.01 51.00 51.97 52.92 53.86 54.78 55.68 56.58 57.45 58.32 59.17 60.01 60.84 61.65 62.46 63.25

This is what your IFR table should look like. You could also multiply your stock IFR table by 1.7, rather than trying to copy this. You should not have to "skew" your IFR table at all. You will have to change your offset table and your pulse adder table though...to what, I can't say exactly. I'd try multiplying the whole offset table by 300% for starters. It should get you close. You will have highly positive LTFTs with the stock offset, proper IFR table, and Bosch injectors.