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I'm pretty sure Tick performance uses Efi you might want to call them. They are just north of Winston Salem. I tried a mail order tune from PCM of NC for just basic headers install and tune. It was crap and Knocked so bad it would do it going up a hill cursing. Then the revised tune they just turned off my knock sensor. SOOOO yea I didn't use that tune.
Also I noticed this- between his tune and a black bear touched tune-
why different voltage? im learning FYI
I'm going to explain this in the way that I understand it.
Expect anywhere from 0 mV to 1000-1100 mV being generated from the O2 sensors during operation. If I understand it correctly, the higher the voltage the more 'rich' the mixture is. The values that are being changed are the switch over point that the ECU calls rich or lean, one or the other.
So 200mV would be lean, 750 mV would be rich.. the ECU switch over changes fueling strategies and the point in which the ECU begins to switch the other direction, so moving these values to the higher side of the switch over moves the overall mixture richer.
Make sense? Hope so. That's how I understand it anyhow......
Try logging the o2 sensors and watch them react as you drive the truck, perhaps it will make more sense after you see this in operation.
This can also be used as a troubleshooting tool, if you find a sensor that is lazy in comparison to its brethren you may want to change it out as it is beginning to fail. O2 sensors typically provide very quick responses and are always changing, they don't stay stationary like temp sensor would and if one is significantly slower than it's neighbors you are probably not getting accurate readings from it, or at least not as accurate as it could be.
I'm going to explain this in the way that I understand it.
Expect anywhere from 0 mV to 1000-1100 mV being generated from the O2 sensors during operation. If I understand it correctly, the higher the voltage the more 'rich' the mixture
So 200mV would be lean, 750 mV would be rich.. the ECU switch over changes fueling strategies and the point in which the ECU begins to switch the other direction, so moving these values to the higher side of the switch over moves the overall mixture richer.
Make sense? Hope so. That's how I understand it anyhow......
Try logging the o2 sensors and watch them react as you drive the truck, perhaps it will make more sense after you see this in operation.
This can also be used as a troubleshooting tool, if you find a sensor that is lazy in comparison to its brethren you may want to change it out as it is beginning to fail. O2 sensors typically provide very quick responses and are always changing, they don't stay stationary like temp sensor would and if one is significantly slower than it's neighbors you are probably not getting accurate readings from it, or at least not as accurate as it could be.
correct! That's how I see it to. However between the two tunes why are they different that's what has me interested. I need to get some time and read that link about 02 switch points. Thanks for the help btw
So my current truck has a custom Nelson tune, he won't do a SD tune for me seeing I'm in a different state (which is understandable)
what would be the base PID list to see what the truck likes in the current tune tune to get ready to switch over to a SD tune of my own?
Seeing I'm running boost I'm nerves as s*** to try this
truck is a 99 ecsb 2wd truck
5.3
tr 220-112lsa
milled 862 heads .032 (stock gaskets)
stretch bolts still
LT W ORY
CAI
60lb Siemens deka injectors
8-9psi of boost
efans
trans is getting swapped to 80e this spring/summer
truck ***** and gets but I know it has more in it
10.9-11.3 afr at 11.5 degrees of timing
looking for some inputs on it, I can be in be in overdrive and roll into boost and see 5lbs before my afr changes to lower than 13.8 (which freaks me out)
Mar 26, 2017 | 05:55 PM
