Well i got the "RSM" Supercharger tune if anyone with a stock 2004 Sunfire 5-speed wants to compare, just PM me with a e-mail adress and ill send it to ya
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umm im pretty sure that the rsm was proved to have not changed the tune at all
My car may run 18s, but I can do your taxes in 10 seconds flat.
JBO lube - they would never have enough in stock and we'd never see RodimusPrime again
Ummm that was one report, you cant make a conclusion from one tune file now can you.
So if anyone would like me to send them MY tune, or send me a tune of the same make/model/year then please do
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Darkstars i just sent you the tune, lemme know.
I know that Rodimus's tune was checked, but thats the only one... I just want to find out for sure since i ran my engine for 35,000 miles with no other fuel modifications other than RSM Racings "tune" before the engine lost a ringland in one cylinder.
And my dyno sheets show a a/f ratio of 12.5 with the tune and boost, when totally stock i was getting a/f ratios around 14.5 so i just wanna see for sure
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"Unable to open file
file failed validation check"
Yeah this should be good. I truly think 3-4 should be checkjed before saying they did nthing (I also feel they did nothing), but It takes more than once to have a part break to be considered a defective part.
FU Tuning
Well closest thing I have is a 2004 5 speed stock file
Heres the differences I found
DCFO is slightly different by less than 200 rpm, this has nothing to do with performance
IAT vs Spark vs MAP is different on 6 cells
ECT vs Spark vs MAP is different on 43 cells
Again neither of these have an affect on performance
Other than that everything is the same, so looks like you got screwed too, your PCM is doing nothing to accept the boost
If you want I can send you the last tune I did with the 36lb injectors on, it would be a good starting point for you, much better than what your working with right now
Edited 2 time(s). Last edited Monday, February 05, 2007 4:38 PM
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
I can't get the file downloaded.
sig not found
Yea definetly send me the tune, im gunna be running 60lb injectors, but at least i will have a starting point with the 2 bar tune, ect.
I plan on tuning the VE tables and everything without the belt or charge pipe installed, and just have a filter on the TB. This way i can get it tuned for the cams but no boost, then add the boost and tune the 2bar/retune the ve tables.
I figure it will be easier to do it step by step than completely retune for cams AND boost
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Well my file is set up for a 1 bar map and 36lbers so if you have cams and not running the boost what I have is pretty worthless to you, in a supercharged car you dont have to worry as much about map so much since your making consistant psi that is directly porportional to rpm. Especially in the case of the Vortech, its pretty predictable as to what boost your going to get at a certain rpm, only real varible that throws things off is temputure, as im sure you are aware its a very temp sensitive beast and what you gotta run right now to get a nice 11.8 AFR would be pig rich in the 10s during the summer. So you have to have a winter and a summer tune.
In turbo cars the alpha n is a problem because you get different boost in different gears at the same rpm
I do however have a fake 2 bar tune file that I made as a baseline from the stock file for future use of the 2bar sensor, it has all the tables and everything rescaled already, that would save you some work
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
good point about the1 bar with the supercharger.
Im kind of wondering about tuning for the 8,000rpms though...
VE tables go up to 7,000
Spark tables end at 6,000
Although i noticed in the stock tune the variables in either table seem to stay the same in the last couple spaces... So would getting the tune very close in the last box be good enough to carry it through the higher rpms that i cant tune at??
Or tune the last variable so that it isnt IDEAL for 7,000 rpms, but what i want at say 8,000 rpms.. And just deal with the innacuracy at 7,000?
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I also found a guy who is willing to cut my pulley down OR make me a whole new one.
Im goign to see what kind of numbers i hit now, and either have him make me a new pulley and cut it down little by little until it slipping becomes a real issue.
If i can get respectable numbers with this setup i would really like to keep it... I just cant find anything that makes me smile like the sound of that vortech unit.
I even tossed around the thought of chain drive but im sure theres a reason why people dont do it
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well as far as spark there are some ways around that, for instance with an msd on, you can advance timing above a certain rpm, it wont be exact but it would help tune in an area you otherwise couldnt
As far as the VE your quite right, that last box carries over till 8192 if you want it to, only way to compensate is to richen it up in that cell but not too much that your too rich at 7000 or you have uneven fueling say for example you have in 140 VE at 6800 then jump up to 160VE at 7000, you have to make the values closer to each other to have smooth fueling, theres a happy medium but you dont want to go much richer than 11.2 at 7000, I estimate that you lose .1 AFR for every 100 rpm you gain , at least this is what i found when tuning, for instance say your at 11.2 at 7000 rpm, now the threshold before knock is about 12.0, that gives you about 800 rpm to work with before you get into the danger zone of being too lean.
Granted your compressions are different now on a rebuilt motor and with cams they will change your airflow characteristics and your safe AFR will vary but the thoery is still the same you have to get the 7000 cell as low as you can go then dont go any higher with your rev limiter than what you can safely fuel beyond that.
Chain drive would be considerably more of a parasitic loss, I'll stick with changing the belt every 5-10k for the power. Not really sure what you mean by cuttting down the pulley, I hope you know that on the drive housing on your camshaft drive the smaller the pulley you have, the less rpms your blower spins, its not the same as a roots charger where you want smaller pulleys, in our case, bigger is better.
Ben Brown wrote:I just cant find anything that makes me smile like the sound of that vortech unit.
Amen to that brother
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
so wait, your going to just use the last cell of the graph, to compensate for the rpm range past 7k?
did I read taht right?
"
boobs now with Riboflabin"
No other option... Basically its gunna have a pig ass rich spot at 7,000 RPMS....
I still dont KNOW what im going to do yet... Ive rigging up a FMU with a MBC, and tune that so that it opens at 6psi (hits 6psi at around 6500RPMS) So the FMU wont get ANY boost until around 65-7000 RPMS, and even then it will only get 1-2psi to raise the FP just enough to keep a safe a/f ratio without the rich spot at 7k
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something like a 4:1 FMu would work
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
