LT5 ECM Tuning thread

[bradslt5]

tyler thankyou so much for the insightfull info . guess i will send my prom to corey after i remove the secondaries

[Tyler Townsley]

Originally Posted by bradslt5

tyler thankyou so much for the insightfull info . guess i will send my prom to corey after i remove the secondaries

If you do not include porting etc with pulling the secondaries it is a waste. If you do not go that far why not just have Corey change the calibration to allow dual injectors on all the time and force the secondaries open, Todd was the developer of this little trick and seems to work ok. Will B has this on his 90 and it works well.

Tyler

[Tyler Townsley]

Originally Posted by XfireZ51

Todd,

Why don't we discuss Proportional Gain?

From a calibration engineer:

Quote

Proportional gain is a method of controlling a signal of some sort generally idle speed control or EGR controller, etc; where a certain type of damping or control of a signal is required. It in it's self is not a
calibration parameter but exerts control over a device.
Generally the P part of a PID controller where I = integral and D = derivative. Any of these terms can be used in isolation but are generally used to fine control a feedback system of some kind. Look up PID controllers on the Internet for the full skinny! Should keep you amused for hours!!

Unquote

Tyler

[XfireZ51]

If you are interested in learning about the PID controls, have a read of the attached paper. Don't be surprised if it takes a few run thrus' to grasp what they do. Actually making the changes to the cal will solidify for you how these controls help in fine tuning the behavior of the motor. This paper was written for a TBI system but the operating principles and results are very applicable even to an LT5.

[tpepmeie]

Picking this thread back up, using a question asked on the list...

Originally Posted by XfireZ51

Are the cam timing and VE/SA table specs for the BW "public domain" and if so where are they available?

No idea about the cam timing. I have a Daytona 24hr calibration from Jan-93. I am sure it is not the same as the BW cars, because it was intended for racing, not passing 50-state smog.

The bin I have is based on a '90 (AUAH) calibration. Surprisingly, the changes are fairly minimal, compared to what one would suspect for a race engine. The SA table has few changes, mainly at WOT. About 28d total advance.

The VE tables are largely unchanged, except the high RPM table w/ SPT's open, no doubt where the car spent most of its lap. It is also clear that the race car had no Port throttles, O2 feedback, or knock feedback... not unlike the Snakeskinner calibration, in that regard.

Just trying to keep this thread alive ...

Todd

[scorp508]

Just wanted to drop in and say this thread was still very informative some 16 years later.

[tpepmeie]

Yeah it was. I miss Tyler around here. RIP


Sent from my iPhone using ZR-1 Net Registry

[scorp508]

Originally Posted by tpepmeie

Yeah it was. I miss Tyler around here. RIP


Sent from my iPhone using ZR-1 Net Registry

Tyler too? Man... I stepped away from this hobby for ~15 years and so much has changed. I also learned Grumpy from the DIY-Prom scene passed.

[XfireZ51]

Originally Posted by scorp508

Tyler too? Man... I stepped away from this hobby for ~15 years and so much has changed. I also learned Grumpy from the DIY-Prom scene passed.

Grumpy(aka Bruce Plecan) passed away quite a long time ago. We held a tuning symposium in his honor near his home in Ohio. He and RBob were the brains behind a great deal of the tuning knowledge we have today. Craig Moates still around we hope but out of the business. Mark Mansur for TPRT