C6z No Reading on Crankshaft Position Sensor
04-24-2012 #1
Tuner in Grooming 
Low numbers for cammed C6 Z06
Friend has a 07 Z06 with commodities-ons and a street bang-up cam in the car. Pre-cam with the commodities-ons best we were able to manage was 460 rwhp. After the cam went in best we were able to get was 490 rwhp. I know it's a smaller cam and zip to farthermost then I wasn't expecting behemothic numbers but when he said the previous possessor with only the cam and no commodities-ons did 522 rwhp it got me wondering why we couldn't fifty-fifty break 500.Machine has ~44k miles on it and pulls hard and doesn't seem to miss a beat. But thing that crops upwardly is some KR spikes at 5500 - 6k area, usually 2*. Have played with the timing in this expanse and it e'er seems to come upwardly in that same area. Kind of accept ruled it out as bogus KR because reading they take issues with burst KR in the early years of the LS7.
Basically, can someone have a look at the tune we take setup and meet if in that location is anything that seems off or I am completely overlooking? Went in on the dyno expecting to break the 500 # and came out disappointed.
Unfortunately don't have a log of the pull.
Only matter I can actually recollect of is the auto lights the tires upwards in 4th gear on the dyno on the first pulls we ever brand and wondering if peradventure it is having the aforementioned issue on the other pulls, only just not equally obvious.
04-25-2012 #iii
at that place are many stuff you demand to adapt in your tuning
specially the spark tab
i dunno why did you lot decrese the numbers on MX KR
get it back to stock
24 degrees timing for Zo6 is a niggling loftier ,,
i wanna be carefull
i would disagree with many stuff that y'all have done
base retared
MAX KR
Timing high octainAll spark correction
Air-conditioning trq reductionthis is an opinion ,, people might disagree with me ,,
also ,, no body can gauge without Scanner log
proficient Luck ,,,
keep in your mind , if the car is spinning a little in the dyno ,, u wont See HP
so let someone sit down in the back
good luck
specialize in: V8 Tuning (Kuwait)
Abdullah Al-najdi
00965 99369929
www.youtube.com/alnajdi83
Tuners ! Quit Raping your PE TABLE !
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04-25-2012 #4
i agree with that .. had the aforementioned cam .. z06 2006 ..made 505rwhp on mustange dyno ...
Originally Posted past Snyper
What kind of dyno?
few days lator 521rwhp on dyno jet ...
dont get caught with numbers take it to the drag strip ..it should trap 133mph and in a higher place ..
specialize in: V8 Conversion & Tuning (UAE- DUBAI)
supercharge installation
Salah clutches for Nissan, Toyota and GM auto
04-26-2012 #11
as the other mentioned ... Loftier and depression MAF table are not smooth( your low tabular array end difrently where you loftier tabular array starts from different indicate )i.east 5800HZ should be the same on both table ...if u accept whatsoever log ..practice u see whatsoever knock( i would include PE ignition advance pid in the scanner) ..am just concern with your AFR spark PE correction..( i would set them to zilch and use my high octane table to control what i want ..
specialize in: V8 Conversion & Tuning (UAE- DUBAI)
supercharge installation
Salah clutches for Nissan, Toyota and GM car
04-27-2012 #17
Tuner
Tin can you delight explain to me how the MAF scale is affected past the valve opening/dynamic cylinder air? since the MAF is a flowmeter measuring airflow into the engine I though the only things that would upset the MAF calibration are changes to the MAF housing (size and shape) and intake piping to the MAF that affect menstruum (% of full through the MAF housing) over the hot wire in the MAF. I always thought that a bigger cam would only make the MAF register more air flow (all other things existence equal), the actual calibration would be uneffected?
E10 is about 4% richer blend of fuel, and I have found it beneficial to make that aligning in my practice. Stoich for 10% is about fourteen.1 - 14.2:1. At .87 Lambda for WOT gives you virtually 12:2 12.3:1. Getting the AFR right is the object for ability and efficiency. Equally I mentioned before, your MAF tables are calibrated for less air than stock. Since your valves are open longer and your engine is getting much more dynamic cylinder air you lot're non getting the right AFR threw the spectrum.
Call Cory Harris at LS2 Port Works in Seattle and ask him for a tuner recommendation in your surface area, Cory@LS2PortWorks.com.
2010 GXP Maloo ute, LS3, 6L80E.
MM heads, 240/252@50 solid cam, 12.75:1 compression, 4500 Dominator converter, 3.46 rears.
Shooting for 10s eventually.
04-30-2012 #20
Tuner
Are you lot refering to the VE table (vitrual VE for gen 4s)?
The MAF transfer table reports the quantity of air the reckoner is"EXPECTING."Those values are determined past engineers and calibrators on a flow bench based on the components (Heads, Intake Manifold and Cam) that the engine comes with from the mill. If you modify any of those components, the amount of air coming into the engine changes proportionally and the calibrated values become incorrect. The fuel being delivered is based on those calibrations. Optimally, what you need to do is put the machine on a dyno and do some steady land measuring to get actual air measurements and adjust the MAF transfer table to represent reality. Yous'll probably accept to go thru this process a couple of times to get the error within 3%.
You can practise this on the street, merely, y'all should have one person driving and another collecting the data, and be careful. Transport my a PM with your email and I'll give you lot procedure to follow to collect data and transport you an evaluation.
2010 GXP Maloo ute, LS3, 6L80E.
MM heads, 240/252@50 solid cam, 12.75:1 compression, 4500 Dominator converter, three.46 rears.
Shooting for 10s eventually.
C6z No Reading on Crankshaft Position Sensor
Source: https://forum.hptuners.com/showthread.php?38785-Low-numbers-for-cammed-C6-Z06