I want to really make sure my truck is tuned right. If I were to spend an afternoon on a dyno with wideband, where should we begin tuning? I was trying to follow the SD tuning info on HPtuner forum, but it made no sense to me. I want to be able to use the alcohol kit to lowe intake temps to prevent KR, but, I also want to make sure the alcohol doesn't mess up my AFR.

 

I dont know the ins and outs of tuning, but I usually try to get my AFR in the 11-1 to 11.5-1 area first. I then add the meth. From there I may take a little fuel out, but I like it to run pretty rich. Isnt SD like Speed Density tuning without a MAF?? What makes me cower are the PE and VE tables. Actually everything scares me, so I'll be most interested in what you learn,

 

PM Ryan23Silverado! It's safe to say he's a guru with tuning a whipple.

 

yeah or tuning is tuning you can ask anybody with HP tuner i know flyer uses one and i believe blown chevy uses it as well just ask them or even parish

 

Well I'm not a super guru But, like others have said, tuning is tuning (unless you are a speed density volumetric efficiency kind of tuner ) You can do that but it takes a lot of daily driving logging. SD tuning below boost conditions is what is optimal for good daily driving and low rpm cruising. However, tying to tune SD on a boosted engine requires your MAP to be able to read higher than it presently can. I know HPtuners is comming out with a fix for this with new software. ...something about how they recalibrate the MAP tables for boost guys. pretty cool stuff!

Since you already have a Nelson tune, you should be (hopefully) around where want to be on air/fuel. It will be good to have a wideband to log this stuff when you are on the dyno though to get your truck dialed in really well. On 6psi I run it at 11.7:1 air/fuel. 8psi the same 11.7:1. On 12-13psi 10.8:1. When you are trying to tune this on the dyno it is easy to figure where you need to alter the fueling in your PE vs. RPM table in Edit because the dyno will show you at what rpm you need to add/subtract fuel. Here is a great explination on how to do this from another member.

After you get this a/f in close to what you want, you will want to increse your timing in the High Octane spark table. NOTE I have noticed when you increase your timing, you richen the fuel mixture too. This is because the engine is running more efficiently. So your a/f calibrations will be off some now. That is okay though. You will just have to go back to them and tune them in after you tune spark. But I put PE before spark even though you will have to tune it again because you want to get your fueling close to what you need first just in case it is off a lot initially.

*When you tune the HOT spark table watch for Knock Retard (above 1.6*ish) If you go above that, I would take out a degree and keep it at that.
I have tuned spark by grabbing cells starting from .032g/cyl and 1600rpm all the way to the lower right of the table and just added 2*. Log and check. If things are cool, add 2* more. Log and check. Watch your A/F as you do this too. Because you are running richer now from adding timing, keep in mind that when you lean it back down to where you want optimal A/F it may show more KR. If that is the case, you will need to take out a degree again.

*NOTE the BEST tuning you can do (since you are a heavy truck) is to find a Mustang dyno. These dynos have loading capabilities and will get your real world tune down more acurately. However, you will show lower numbers because of this loading (but so many people seem to care about numbers more than performance) If you are tuning on a DynoJet Dyno, you will be running leaner on the street than what you saw on the dyno during tuning. So you may want to leave a rich by .3 in your tune if your run on the dynojet.
Good Luck man! You will get a TON of power from increasing timing.

 

Would running it a little richer help to prevent detonation when it gets really hot outside? My truck runs great when its 70* or below, but Im scared to get into more than 5# when its hot out. I didnt have a scan tool last year during spring and summer so I will do some logs, but Id rather run it a little richer than chance detonation when it heats up or take out timing.

 

No, this shouldn't be the case. Although your IATs are higher, you likewise aren't seeing as much mass of air as you do when it is cold out.

Now if you are adding stress to the engine (like towing a trailer) and floor it, you may get detonation whereas you didn't when you weren't towing.

 

Ok, so there are 3 tables I'm looking at.

1) primary VE% vs RPM vs MAP
2) main spark vs airflow vs rpm open throttle, high octane
3) PE mult. vs rpm

the PE mult vs rpm table in HPtuner starts at 0 rpm and each cell goes up by 400. mine looks like this

1.308 1.308 1.308 1.320 1.344 1.368 1.368 1.368 1.507 1.525 1.525 1.442 1.442 1.452 1.452 1.452 1.452 1.452 1.452

Actually, does anyone know how I can just post screen shots here? I can't figure it out.

 

this is my primary ve% vs rpm vs map. the number on the top left(37) is 400 rpm and 15kpa. the rpm go up by 400 and the kpa go up by 5.



37 44 49 53 51 51 50 59 66 70 72 66 59 50 41 41 41 41 41 41
44 50 56 58 57 60 60 67 72 76 78 75 72 66 57 57 57 57 57 57
50 57 60 63 61 66 65 72 77 81 83 80 77 71 63 63 63 63 63 63
52 60 63 65 64 72 71 78 82 86 89 86 83 77 71 71 71 71 71 71
54 61 65 69 68 75 74 79 83 88 92 89 86 82 77 77 77 77 77 77
56 62 68 72 71 78 77 81 85 90 94 92 89 85 81 81 81 81 81 81
58 65 70 74 73 80 79 83 87 91 96 93 91 88 84 84 84 84 84 84
60 66 73 77 76 81 81 85 88 93 97 95 92 90 86 86 86 86 86 86
62 68 73 79 77 82 82 85 88 93 97 94 93 90 87 87 87 87 87 87
64 70 74 80 78 83 82 85 89 93 98 95 93 91 88 88 88 88 88 88
65 71 75 80 79 83 83 86 89 94 98 96 94 92 89 89 89 89 89 89
67 72 76 82 80 83 84 87 90 94 99 97 94 92 89 89 89 89 89 89
68 73 77 82 81 84 84 87 90 95 99 97 95 93 91 91 91 91 91 91
69 74 78 82 81 84 85 87 91 95 100 97 96 94 91 91 91 91 91 91
71 76 80 83 82 85 86 88 92 97 101 99 97 95 92 92 92 92 92 92
73 77 80 83 83 86 87 89 92 97 101 100 98 96 93 93 93 93 93 93
75 78 81 84 84 86 87 90 93 98 102 100 99 97 95 95 95 95 95 95
77 79 82 85 85 87 88 90 94 99 103 101 99 97 95 95 95 95 95 95
77 79 82 85 85 87 88 90 94 99 103 101 99 97 95 95 95 95 95 95


This is my Main spark vs airflow vs rpm open throttle, high octane. rpm starts at 400 and goes up by200. airflow starts at 0.08g/cyl and goes up by 0.04. I hope this all makes sense to someone.

25 25 25 31 38 36 38 40 42 43 45 46 48 48 49 49 49 49 49 49 49 49 49 49 49
25 25 25 31 38 36 38 40 42 43 45 46 48 48 49 49 49 49 49 49 49 49 49 49 49
25 25 25 31 38 36 38 40 42 43 45 46 48 48 49 49 49 49 49 49 49 49 49 49 49
25 25 25 31 37 34 36 37 39 40 41 42 43 43 44 44 44 44 44 44 44 44 44 44 44
25 25 25 31 35 34 36 37 38 39 40 41 40 40 40 40 40 40 40 40 40 40 40 40 40
21 25 25 31 33 32 34 35 36 37 38 39 37 37 37 37 37 37 37 37 37 37 37 37 37
18 22 25 28 31 30 32 33 34 35 36 37 35 35 35 35 35 35 35 35 35 35 35 35 35
14 19 22 26 28 28 30 31 33 34 34 35 33 33 33 33 33 33 33 33 33 33 33 33 33
10 15 19 23 26 26 28 30 31 32 33 34 35 35 34 34 34 34 34 34 31 31 31 31 31
7 12 17 21 24 24 26 28 30 31 32 33 34 34 33 33 33 33 33 33 30 30 30 30 30
3 9 14 18 22 22 25 27 29 30 31 32 33 33 33 32 32 31 31 31 28 28 28 28 28
0 6 11 16 20 21 24 26 28 30 31 32 33 33 33 32 31 31 31 31 27 27 27 27 27
-2 4 9 14 18 19 22 25 27 28 29 31 32 32 32 31 30 29 29 29 25 25 25 25 25
-3 3 8 12 16 17 20 23 25 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16
-3 2 7 11 14 15 18 20 22 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16
-3 2 6 9 12 13 15 18 19 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16
-3 2 6 8 11 11 13 14 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16
-3 2 6 8 9 9 9 9 10 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16
-3 2 6 7 7 14 14 14 14 14 14 14 16 17 18 19 19 17 17 17 18 18 18 18 18
-8 -3 -2 -2 -2 14 14 14 14 14 14 14 16 16 16 16 16 16 16 16 16 16 16 16 16
-8 -3 -2 -2 -2 14 14 14 14 14 14 14 16 16 16 16 16 16 16 16 16 16 16 16 16
-8 -3 -2 -2 -2 14 14 14 14 14 14 14 16 16 16 16 16 16 16 16 16 16 16 16 16
-8 -3 -2 -2 -2 14 14 14 14 14 14 14 16 16 16 16 16 16 16 16 16 16 16 16 16
-8 -3 -2 -2 -2 14 14 14 14 14 14 14 16 16 16 16 16 16 16 16 16 16 16 16 16
-8 -3 -2 -2 -2 14 14 14 14 14 14 14 16 16 16 16 16 16 16 16 16 16 16 16 16
-8 -3 -2 -2 -2 14 14 14 14 14 14 14 16 16 16 16 16 16 16 16 16 16 16 16 16
-8 -3 -2 -2 -2 14 14 14 14 14 14 14 16 16 16 16 16 16 16 16 16 16 16 16 16
-8 -3 -2 -2 -2 14 14 14 14 14 14 14 16 16 16 16 16 16 16 16 16 16 16 16 16
-8 -3 -2 -2 -2 14 14 14 14 14 14 14 16 16 16 16 16 16 16 16 16 16 16 16 16

 

Yup those are the correct ones to tune. What are you going to change on the primary VE% vs RPM vs MAP though? I've just never touched that one, but maybe you know something I don't I'll get screen shots of mine so you can get a ballpark idea of changes.

Oh ya, I also know you probably stay in a high gear at low tps conditions. For instance like when trying to merge on the freeway in overdrive instead of downshifting to third. It feels like it takes a lot of throttle to make it downshift because it has so much lugging power from the supercharger that it can pull okay staying in a high gear. This is something you can't tune on the dyno. I'll get you a screen shot of my trans torque table too. I think you will like it