Our VIP Package gets you every single course at 80% off the individual price. For a limited time, save an additional $100 with coupon code 100VIP. Learn more

Practical Diesel Tuning: 3. Configure Base Tune File

Watch This Course

$229 USD

-OR-
Or 8 weekly payments of only $28.63 Instant access. Easy checkout. No fees. Learn more
Course Access for Life
60 day money back guarantee

3. Configure Base Tune File

37.55

00:00 - So we've read the stock file, we've prepared the vehicle for tuning, we've talked to the customer, we understand the goals, we understand the mods.
00:08 With this truck specifically, this 2005 LLY, we're looking for just about an extra 100 rear wheel horsepower and we're looking to maintain a lot of those safeties so that we can protect the stock transmission.
00:19 This is a daily driver for the customer, he doesn't want to get too crazy with it.
00:22 I'm going to open the mod file, remember the mod file is the one that we're going to tune from, the stock file you're not to touch.
00:35 I'm going to click edit with EFI Live 7.5.
00:45 OK so let's get familiar with the edit screen.
00:48 On the left hand side here we have the navigator.
00:51 Within the navigator we have all of the tables that we can modify, all the folders.
00:57 Engine diagnostics.
01:00 You'll recall the transmission module is separate so this is an engine control module only.
01:04 And it's broken up into segments.
01:07 Engine operation is where we're going to do the majority of our modification for power.
01:12 So jumping into it.
01:16 I'm going to start, fuel injection, main injection and throttle base injection quantity.
01:22 This table is the baseline for the driver of how much fuel we're going to give the engine.
01:29 So on this truck, we're looking to determine how much fuel it gets at what RPM, so we can determine how much torque it makes.
01:35 Driving torque is the way we're going to drive extra horsepower.
01:38 So there are two ECM designs, this is the earlier model, this is the throttle based fuelling model.
01:44 The later model starting in LBZ 2006 would be a torque based fuelling model.
01:48 This model's a little simpler, it starts with this table, on the left hand side we have throttle position and on the columns we have RPM.
01:58 So at a given RPM, say 2000 RPM, and a given throttle position, we'll get the fuel rate of 63 mm³ so that's our command from the throttle pedal.
02:08 What does 63 mm³ mean? To show you that, I'm going to go to main injection pulse.
02:15 There's two main injection pulse tables, one for when the pilot injection event is active, one for when it's not active.
02:20 I'm going to go to the one where it's active.
02:24 So on the left hand side, you can see our scale is by mm³, mm³ is a fuel volume, fuel mass.
02:34 And I'm going to track over and look at this row.
02:37 And what this row defines is how long the injector is to stay on, how long it's going to be energised based on what the fuel injection pressure is.
02:47 So there's three ways we can change how much fuel the engine gets in that shot.
02:50 One is by changing the injector size.
02:53 Now that's a static thing, we're not going to be able to change that with the engine running, we have to pull the injectors out.
02:57 Second thing is the fuel pressure, we can change that dynamically.
03:00 And the third thing is the pulse width.
03:02 So that's how long the injector stays on.
03:05 This is the pulse width table.
03:07 So at a certain fuel rate, 60 mm³ and a certain fuel pressure, to be defined later, the injector stays on for say 1000 microseconds at 120 megapascals.
03:19 If you want to know how to look up the fuel pressure, you can scroll down here to fuel pressure and it'll show you.
03:30 So 2000 RPM and 60 mm³, 65 mm³, we're at 160 mPa.
03:37 So really on my pulse width graph...
03:46 ...I'll be operating between 60 and 70.
03:48 So somewhere around 850 microseconds.
03:57 Since we're looking to add power to this truck, we're looking to up the maximum fuel rate that we can give the truck.
04:03 Now currently the factory has set the maximum fuelling rate at about 95 mm³.
04:11 And that 95 mm³ you can see is spread across from about 2400 RPM up to 3000 RPM.
04:18 As we make our way past 3000 RPM and crest towards the red line, you can see the fuelling rate drops off a little bit and then the factory pretty much ignores everything past 3600 RPM.
04:28 This truck is going to have hit the rev limiter before that and so they're going to leave all those cells to the right of 3600 RPM empty and you're going to see that as kind of a trend.
04:37 Anything past the red line is going to be more or less left alone by the factory calibrators.
04:42 If you're sled pulling or using the truck in an application where you need high RPM, 4000 RPM plus, you're going to have to go ahead and fill in those cells.
04:51 For now I'm going to leave those cells alone because this customer doesn't have that ambition.
04:57 Now in order to get more power out of the truck, I can take this bottom row and I can highlight it and type 110.
05:07 So 110 is going to maximise our fuelling rate and the reason I can say that is because I know our maximum fuelling rate that's able to be looked up by the ECU is 100 mm³.
05:18 Now the reason I call for 110 is because if there's any adjustments, say for engine friction or any other small adjustment the ECM makes, which there are some, you might see it vary between three to five mm³, those adjustments aren't going to fall in and affect our maximum fuelling rate.
05:39 So what I'm looking for is to get 100 mm³ at full throttle.
05:44 Now I told you I wanted extra power right, so 95 mm³ up to 100 mm³, that's going to give us more power, it's going to give us more torque.
05:52 How much more torque? About 5-6%, do the ratio yourself and you'll see that.
05:58 And that's going to take us probably from about 290 rear wheel horsepower, 300 rear wheel horsepower stock up to about 320 rear wheel horsepower.
06:06 So that's got us maybe 20 horsepower.
06:09 And this is a guess, we haven't baselined the truck yet, we haven't tuned the truck yet.
06:13 So we're going to go from our theoreticals at this point.
06:17 So I've already gained, call it 20 horsepower, not I need another 80 horsepower.
06:22 So I've upped my throttle base injection quantity.
06:25 Now I need more fuel and the difference in fuel that I need is that difference between 400 rear wheel horsepower and 320 rear wheel horsepower.
06:33 So I'm going to do the ratio on that and I'm going to make that adjustment.
06:38 So 400 divided by 320.
06:53 400 divided by 320 is about 25% more fuel.
06:58 The way I'm going to get that extra fuel is by coming into the pulse width table and essentially fooling the engine into commanding 25% more fuel.
07:09 Highlight these bottom cells here, I can take these whole bottom rows.
07:16 Go into the adjust.
07:18 Type 25.
07:21 Click add percent, and there we go we have 25% more fuel.
07:25 25% more injector on time.
07:28 Now I want to draw you attention to this spot in the graph.
07:32 And you can see that the graph is no longer as smooth as it was stock.
07:36 So now we're going to use one of EFI Live's smoothing tools.
07:39 And a lot of the edit suites have that smoothing tool, HPTuners has it, some of the other suites out there have it as well.
07:44 We want to loo for areas where we have big changes or transient spots in the graph, so we want to make sure we smooth those in, especially if we caused them.
07:54 So what I'm going to do to smooth that in, is take my row below it, I'm just going to connect those three rows, going to go up here, and I'm going to interpolate between those rows.
08:11 So clicking this button you'll see that row, at 70 mm³ fill in.
08:17 What that does is make for a nice smooth graph that looks very similar to factory but is 25% higher.
08:24 So now we have the extra fuelling to make the power.
08:34 In order to make sure we have that extra fuelling at full throttle and when the pilot injection event is off, I'm going to take this table and paste those changes into the other main injection pulse width table.
08:47 No pilot.
08:51 Let's copy those, I'm going to control V, paste them in.
08:54 Now I'm going to just take a look at this table, make sure it looks smooth, which it does.
08:59 So there we've added the 25% more fuelling to the main injection pulse.
09:03 And the main injection pulse no pilot.
09:05 And we've got full fuel commanded up to 3600 RPM on our throttle base injection table.
09:11 So we're commanding the fuel to get there.
09:14 Now the next thing I want to look at in the main injection is the limiters.
09:17 I want to make sure we're not being held back.
09:20 This ECM has a lot of limiters in it based on barometric pressure, engine coolant temperature, air flow available so we're just going to go through the limiter list and kind of look through and see if they make sense.
09:32 The first one I want to look at is main injection fuel rate MAF.
09:35 Now what this table does is define the air flow rate in cylinder air, so this is how much air is in the cylinder per stroke.
09:47 You can log this on the datalogger and it'll show up.
09:51 And then on the columns we have RPM.
09:54 What this table does is limit fuelling rate based on that air flow available in the cylinder.
10:00 Nice thing that I see on this table is it maxes out at 120.
10:03 So if the air is there, we'll get full fuel.
10:06 I don't see any reason to modify this table.
10:09 If I did something like, this, type 120 in there and make the whole table 120, I'm going to lose my aneroid fuel control.
10:19 I'm going to lose any ability for the ECU to back off fuelling when the air's not available.
10:25 I'm going to make the truck really really smokey.
10:27 I don't want to do that, I want the truck to be clean.
10:30 I'm going to go ahead and leave that fuel control in.
10:33 You can see there's two of these tables, you'll see that theme a lot here.
10:38 EGR off, EGR on.
10:41 Click on EGR on, again same deal, we have 145 mm³ available as long as there's air.
10:48 So I'm going to go ahead and leave that one alone.
10:51 Next table, max injected fuel quantity.
10:55 This is an interesting table, it shows a fuel rate limit based on barometric pressure and RPM.
11:01 So on the left hand side is barometric pressure.
11:03 You can see 14.8 right about there is sea level, all the way up to 10000 feet and higher and then RPM.
11:12 So you can see as barometric pressure falls, or we go higher in altitude, that we get less fuel available.
11:18 Going from 93 mm³ to 77 mm³ available.
11:22 Now remember I wanted 100 mm³, my command was 110 but I want to make sure I get at least 100.
11:28 So I'm going to go up here and I'm going to say at sea level...
11:36 ...I for sure want 100.
11:39 You know what I'm going to make it 110 just so I have that extra safety limit.
11:45 And then because I still want the protection that's available from high altitude, I'm going to smooth that in.
11:51 Kind of the same thing we did before which is highlight the rows from 12.5 down to sea level and I'm going to interpolate between.
12:03 And you can see now that I have a nice smooth transition from higher altitude, medium altitude up to low altitude, or down to low altitude where I get full fuelling.
12:13 Max injected fuel quantity cold, you can see this table's not used, the factory has it maxed out at 120.
12:23 Main pulls compensation, I haven't found a need to modify these.
12:28 Cranking injection quantity, this is how much fuel is injected while the engine's cranking.
12:33 If you want the truck to puff black smoke on startup, add more fuel to these.
12:37 Sometimes when you have bigger injector trucks or trucks with lower compression you may have to raise this table.
12:43 Max fuel quantity versus speed, this table acts as a speed limiter.
12:49 Now there's another speed limiter in the speedometer section but this table's also a speed limiter.
12:53 It'll start to limit the truck after 110 mph.
12:56 If I want to run the truck past 110 mph, I'll type 120 in there and eliminate that speed limiter.
13:08 Pilot injection fuel quantity, the factory uses this table to quiet the truck down and to slowly ramp up injection pressures.
13:19 The interesting thing that I'll show you in this table, this is more level two stuff, but the pilot injection quantity, any time it's below a certain quantity, which is, in parameters here.
13:36 Any time it's below 0.938, it turns off.
13:42 So you can see that pretty much any time we're over 2000 RPM, the pilot injection quantity's going to turn off, at higher loads.
13:54 So the pilot injection quantity's going to turn off at full throttle which is why I had us modify the fuelling tables at main injection pilot on and main injection pilot off.
14:08 I don't usually modify these tables unless I have bigger injectors in the truck or a largely modified engine where I'm trying to control smoke and noise.
14:17 Limp home fuelling limits, you can see there's multiple engine protection stages and limp home fuelling limits.
14:24 These fuelling limits are going to come on when the truck goes into limp mode.
14:27 So time when the truck will go into limp mode is if it slips the transmission or if it doesn't have enough fuel pressure or if it sets an over boost code, or mass airflow faults, so major sensor faults or major engine faults, we're going to run into these engine protection limits and limp home fuel limits.
14:44 Because this customer drives the truck every day, he uses it, it has a stock transmission, I want to make sure those engine protection and transmission protection fuelling limits are set to work.
14:53 I'm going to leave those alone.
14:56 If I wanted to ignore those limits, I could just simply max them out, highlighting the whole table and typing 120.
15:03 Undo that because I don't want those limits gone.
15:10 Timing base, here's the factory timing table.
15:16 A lot of new tuners like to mess with timing a lot, I say have at it, play with it a little bit.
15:25 Some interesting things to show you in the factory timing table.
15:27 So you can see the factory timing's negative at idle, that's for noise vibration harshness.
15:33 We have load timing to control NOx emissions at cruise and lower RPM, and then as we get into the higher load areas of the map down here, you can see the timing comes up significantly.
15:46 You might find it interesting that in column 3400, the timing drops from 14 degrees advanced to eight degrees advanced.
15:53 The reason for that is like we talked about before, the factory has the fuel cut set before that so they don't cowl out that part of the table.
15:59 If you intend to run the truck past 3250, I would highlight this column, control C and then control V, control V, control V and then you can get your higher timing numbers further out.
16:15 Just control Z undoes that stuff.
16:18 Now because we've added extra fuelling in the form of pulse width, I want to shift the main injection event back towards the centre of top dead centre on the power stroke.
16:31 So we've lengthened the event on which the injectors open and like we talked about in the course, when we lengthen that injection event, we need to advance the timing a little bit to recentre the injection event.
16:45 So what I'm going to do is take these high load numbers and I'm going to add I'll call it five degrees.
17:01 And then I'm just going to run these out a little bit further in case we ever decide to run this truck at higher RPM.
17:16 Oops control C.
17:20 There we go, now we can blend those in if we'd like, so we can connect these.
17:26 We can see we have a big slope right here, I'm going to blend those in a little bit, I can kind of interpolate between and we can interpolate between here a little bit.
17:40 And I'll show you one more function you can use which is the smooth function which is right here.
17:44 There's a smooth without limits and a smooth with limits.
17:48 You can experiment a little bit but I'll show you if you right click on this graph and move your mouse, you can kind of see what happens, I'll just click on this a few times and you can see those cells blend together.
17:59 So there's a timing curve with five more degrees of timing and the cells blended together.
18:05 Now as we optimise the tune on the street and drive the truck more, we'll listen for any extra noise, vibration or harshness and if we want to tinker with the timing a little bit to maybe control EGTs or get a little extra power on the dyno, we can do that on the dyno.
18:18 I'll tell you right now, that extra five degees of timing is probably all you need for this fuel rate.
18:23 Injection timing C is sea level, B is medium altitude, A is high altitude.
18:28 If you're running the truck at those levels, you might want to adjust those.
18:32 I just kind of look to do a sanity check in here.
18:37 I might make a connection like this.
18:41 And then do a little bit of blending.
18:50 If you want to modify the timing tables at part throttle and cruise, you're welcome to, you can work in increments of two degrees up or down.
18:55 I've definitely had luck cleaning trucks up by going with extra timing.
19:01 Especially when they have bigger injectors, that extra pilot and extra timing certainly helps when you have bigger injectors.
19:08 Once you start to really hear the engine noise, just back it down.
19:15 As you're modifying timing, keep in mind you have an injection timing maximum table, if you're commanding timing numbers over this, then you want to raise those maximum values.
19:25 I'm not commanding over 20 degrees so I'm not going to raise those.
19:31 Timing at idle, shouldn't need to touch that unless you're tuning larger injector trucks.
19:38 What I would just caution you to is to look for the timing at idle and make sure that whatever you're setting your timing numbers to over here, that they're transitioning off of idle nicely.
19:57 If you don't, you're going to have a five or six degree timing number jump and you're going to really hear it in the cab and you'll hear the truck lurch.
20:14 DIC fuel used adjustment, this is an interesting one because this on the LLY impacts what the DIC shows for corrected fuel mileage so if you're affecting the pulse width graph, you need to affect this table as well.
20:30 And you'll recall that we modified the pulse width graph in the 80 to 100 and a little bit in the 70 row as well.
20:36 We added 25% to the 80 to 100 mm³ rows.
20:41 So if we want our DIC, that is our driver's information centre to report mileage statistics correctly, we need to modify this table.
20:48 I usually just start with the same adjustment that I did to the pulse width table.
20:55 And you can smooth it in just like you did the pulse width table.
21:01 Torque limit by main injection, so this is any time that the truck is trying to limit torque, so during a shift or during a torque limiting event, maybe structural torque limiting, it's going to reference this table to look up what torque equals what mm³.
21:15 The only control that the engine has over limiting torque is by limiting fuelling on this LLY.
21:21 So if it wants to limit torque, it's going to limit fuelling, it's going to use this table to look that up.
21:26 So it's going to say OK I want to limit torque to 554 foot pounds, I'm going to look that up, see what RPM I'm at, I'm at 2200 RPM, I'm going to limit the truck to 85 mm³.
21:36 Now remember, once I start modifying the pulse width table, all of a sudden these torque numbers aren't correct anymore.
21:41 85 mm³ isn't really 85 mm³, it's 85 mm³ plus 25% more pulse width.
21:47 These tables on the LLY and LB7 are used primarily in shift control and in torque limiting, the only time I'd really recommend modifying them is if you're shifting the truck over the factory shift point.
22:00 So if you're raising the shift points from say 3200 or 3100 RPM stock up to 37 or 3800 RPM because you have a big turbocharger on the truck, then I would take these and bring 'em out further.
22:16 And that way you get the appropriate defuels on those high RPM shifts.
22:22 Same with the base torque.
22:29 There you go, and again base torque charlie is low altitude sea level, bravo with medium altitude and alpha is high altitude.
22:39 So I would copy those changes into those other tables as well, for now we'll be dynoing the truck at sea level.
22:46 Peak torque versus RPM, this is the maximum torque that the engine's allowed to make based on RPM, this is often called the blunt curve by calibrators.
22:55 If you want to get rid of any torque limits down low, you can do that here, if you want to allow the engine to make more torque up top, you can do that here, you can see we have a 590 foot pound limit, I can look that up in the torque limited injection quantity table and I can see that in between these two cells, so my limit is somewhere between 85 and 100 mm³ at 2200 RPM.
23:21 Really I want more than that, I want to make sure I get 110 mm³ or 100 mm³ so I'm going to take this table and I'm going to just bump it up so that I don't have that limiter.
23:43 I'm just going to add 30% to it and that'll max it out and if I want to slope it in I can do that as well by just grabbing these cells and making small adjustments to 'em.
23:54 Remember this truck is a daily driver, this is a truck that has a stock transmission, we want to keep things reasonably safe.
24:01 If this is a sled pull truck or this is a truck that's an all out race tune, you could simply take this whole table and max it out or type 1000 foot pounds in it, equals, and there it's maxed out.
24:20 Any time you make changes and want to back them up, just press control Z.
24:28 And check these limits, so we have some max torque, front prop shaft, max torque for brake torque speed, max torque on throttle liimit.
24:38 So this is when you have your foot on the brake, this is your brake torque throttle limit.
24:42 Brake torque limit, so you're not going to get more than 185 foot pounds when you brake torque the truck.
24:47 So guys want to do brake torque burnouts, you're going to want to raise this stuff.
24:49 You can really just grab that whole table and get rid of it if you want.
24:56 Just kind of max this stuff out.
25:00 I'll get rid of those torque limits.
25:02 OK next is fuel pressure and this is really for show on a stock truck, I don't usually make adjustments to these on stock injector, stock pump trucks.
25:10 If you want to, that's your business.
25:13 The truck is going to use lower rail pressure at idle and it does that because it can more easily adjust pulse width to maintain a smooth idle and remember the lower the rail pressure, the nice the truck is going to idle and the smoother it's going to be at those low throttle input, low loads.
25:29 You can see the factory quickly wants to get the truck at high fuel pressure, 'cause that's when it's efficient, that's when it makes good power and runs clean.
25:36 So the truck's going to operate between 30 mPa and 160 mPa.
25:40 Now if you're running a high performance truck and you want to get the most out of it, you can certainly command higher fuel pressures than 160 mPa.
25:47 160's about 23,000 psi, the LLY fuel injector is good just past 26,000 psi so we could take this truck out to 180 mPa if we wanted.
25:57 The reality is that the factory pump on these LB7 and LLY trucks isn't really good for 180 mPa.
26:03 It might get there, it might not.
26:05 160 I found to be plenty for a 100 horsepower tune.
26:10 There's a lot of fuel pressure adjustment curves in here, or adjustment maps I'll say.
26:14 They're going to change the desired fuel pressure based on engine coolant temp, based on barometric pressure, based on inlet air temperature.
26:22 There's really no need to modify those unless you're running the truck, maybe a filled block and you don't have an engine coolant temperature sensor in it or you don't have the intake air temperature sensor in it, you're in a position where you don't want any modifiers, you want to know consistently that the truck runs the same rail pressure all the time.
26:44 For a truck that runs on the street and is daily driven, I would just leave this stuff alone.
26:54 There's one more table in here that I want to draw your attention to and that is the regulator control table.
26:59 This table is going to map what the regulator, so the regulator on the CP3 which controls how much duty cycle the CP3 can put out so how much fuel pressure the CP3 can put out based on the fuel rate command, so how many mm³ total are being commanded by the engine? And that's from zero to 60,000 mm³ total and higher amperage on that regulator is going to be more closed, so you use higher amperage numbers to close the regulator on lower pressure.
27:34 Lower numbers to run higher pressure.
27:37 Now on the trucks where we're trying to get the most out of the pumps and we're trying to really chase that all the fuel we can get, we can give this thing a little more room to breathe, by highlighting this 400 number down here and typing zero.
27:49 That's going to allow the regulator to open all the way.
27:54 Now what I'd want to do if I do that is kind of smooth this curve in a little bit so that there's not an abrupt transition as the truck transitions into full fuelling.
28:04 There's some more folders in here, we have intake grid heater, which you shouldn't need to mess with, you have EGR function which we're not going to mess with and we have our rev limiter so you can see on this vehicle, we have an upper and a lower, that means we're going to get our fuel cut at 3550 and fuel's going to re enable at 3250.
28:26 Because we're not sled pulling with the truck, we're not using it for competition, we're not going to raise the rev limiter, I'm just going to leave it factory stock.
28:32 Let's say we were going to and we needed to run the truck at 4100 RPM, we could give it some room above that.
28:39 So we could take these two, add 900 RPM and that would give us a fuel cut of 4450 and a re enable of 4150 I will tell you the factory valve springs in the Duramax aren't super happy past 4100 RPM so I wouldn't recommend setting your rev limiter much higher than that.
28:58 Usually on a truck that's just street driven, you don't need to raise the rev limiter.
29:12 The next section will be engine diagnostics, so if there's trouble codes that you're getting, you can look 'em up in here.
29:18 So let's say you have a P0087 code, you can use this navigator to look that up and see what it means.
29:26 OK fuel rail pressure too low, now I understand what that is.
29:30 And if for some reason I don't want a trouble code to present like maybe I've removed some element to this or maybe I'm running it in a standalone application, you can type the code you're getting in the navigator bar, find it, yes I'd like to search from the beginning, you can find it and you can set it to any one of these possible values.
29:50 Not reported would mean that you'll never set that code and it won't set a diagnostic.
29:56 I'm just going to control Z that back, I don't want to change any of the diagnostic reports on this truck.
30:03 On street trucks you want to make sure that if the vehicle has problems that the customer notices it.
30:08 We don't want the customer to drive the truck in a situation where it's got low rail pressure or it's got a bad MAP sensor or bad MAF sensor and they drive it continuously until they get another large fault, that's going to put them in a bad position, it's going to give you a bad name as a tuner.
30:22 So we've gone towards the bottom here, before we go into system and speedometer, I'm going to draw our attention back up towards boost control.
30:32 So because the LLY is a variable geometry turbocharger, we do have the ability to change desired boost and the only time I'd recommend changing the desired boost is when you've skewed the fuel curve and we've done that on this truck, we've taken the main injection pulse width curves and we've skewed them and by skew them I mean we added 25% more fuelling.
30:51 If you remember, we did this at 80 mm³ and up and then we blended it into 70.
30:55 Any time you blend those fuel curves or add to the pulse width table, you need to adjust for that with extra boost.
31:04 In this case I'm going to go into the desired boost table, remember the charlie table is low altitude.
31:12 Low altitude and then on the left hand side we have mm³ and on the columns we have RPM and this is our commanded total MAP.
31:20 So this isn't just boost, this is MAP.
31:22 If you want boost pressure you can select the upper left hand corner and subtract it.
31:28 So just for demonstration's sake, I'll take this whole table and I'll subtract 14.5, plus.
31:38 Now these values down here are desired boost tables, or desired boost numbers, so if we're looking at a boost gauge, these are the numbers I'd expect to see on the boost gauge at sea level on the truck.
31:50 We'll control Z that back out.
31:53 Kind of use this table as a proxy to the pulse width table.
31:57 So if I'm going to add 25% to the pulse width table, I'm going to add roughly that amount to the boost table.
32:04 Now at these smaller power levels, that works really well, if I'm doubling the output of the engine, I can't double the boost right, I'm not going to double this table and over speed the turbocharger.
32:17 So assuming I double this table and the turbocharging system can keep up, I'm going to maintain the factory air/fuel ratio.
32:24 Which is really ideal, we want to keep that air/fuel ratio as clean as possible, I want to keep the truck running as clean as possible.
32:31 So on this small, kind of basic tune I'm going to try and start there and see how well the truck likes it.
32:36 So I'm going to take this whole table.
32:45 Take this table from the same rows that we modified in the pulse width table and I'm going to modify them here and I'll put 25% in there and you can see what that looks like.
33:00 Now you can see I missed a row, 125, which isn't used anyway but I'll do it for demonstration's sake.
33:09 And you can see now we have a major gap between our unmodified fuelling area and our modified fuelling area.
33:19 So now just like we blended in the fuelling curve on the pulse width table, we're going to blend in the boost curve.
33:33 And just to give a little extra smoothness to this, I'll show you this other blending technique which is just to kind of take the edge off.
33:42 So there's our modified boost curve.
33:44 I'm going to make that same change to low altitude with the EGR on.
33:48 Before I do that, I just want to show you the same demonstration we did with the cells in the upper left hand corner.
33:53 So just to show you what boost numbers to expect.
33:56 This is a simple sanity check that you can do just to show, OK is this a reasonable boost command or is it an unreasonable boost command.
34:04 Highlight the whole table, subtract the upper left hand cell which is 14.5.
34:12 I'm commanding 27 pounds of boost, 27.7.
34:16 That's a totally reasonable boost command on an LLY turbocharger.
34:19 The truck should be very happy at that level.
34:22 I'm going to control Z that change back out.
34:25 And take a look at that.
34:27 I'll go into the desired boost table with the EGR on, make that same adjustment.
34:35 Again 25% plus.
34:41 Blend between.
34:51 And then blend the cells.
34:53 So there we go, now we've commanded our extra boost.
34:58 You can make similar changes to the medium altitude and high altitude.
35:03 In the interest of time I'll reserve those changes because we're going to be dynoing the truck at low altitude and the truck's going to be driven at low altitude for now.
35:10 I will caution you at high altitude the turbocharger's more prone to overspeed, don't get carried away by pasting the low altitude boost curve into the high altitude table or the medium altitude table.
35:21 You need to think reasonably about what boost level's going to be on the overspeed line for medium and high altitude and not push the turbocharger to that point.
35:30 The next thing I'm going to do is look at these vane target tables and just see what's available on my vane target tables.
35:39 Normally a tune that is making this much horsepower, we shouldn't need to modify this stuff however if you have a modified turbocharger, which this customer did not indicate that they had, we may have to allow the turbocharger unison ring to move a little further.
35:54 We would do it in these maximum tables or minimum tables.
35:58 We can kind of let things go a little farther or tighten things up a little bit if we need to.
36:02 Because this customer has a stock turbocharger we're not going to modify these tables.
36:06 And as we move through, we'll look at system.
36:10 I'll just show you, you know maybe you have a repower or a swap vehicle, if you want to disable anti theft you can do it right here.
36:20 We are not in that scenario.
36:22 These trucks don't have electric fans so there's no adjustment there for electric fans or any grills shutters or anything like that.
36:31 It's just a fan clutch and then the speedometer.
36:34 So in the speedometer section, I would go here to adjust my tyre size and I would adjust my vehicle speed limit in this area here.
36:45 So you can see if I want my vehicle speed limit higher than 153 km/h, I can go higher.
36:53 So vehicle upper and lower, this means if it hits 158 km/h it's going to turn off, then when it comes back to 153 it's going to re enable the fuel cut.
37:06 So you'll <i>humming</i>.
37:09 So if I want to raise the speed limiter I just highlight all three of these and raise it by whatever I want.
37:15 Say 50 km/h.
37:19 OK that's our base file, so we're going to go ahead and save that, save tuning file as.
37:29 I'm just going to put mod, remember our target was 100 extra rear wheel horsepower so we can put + 100 HP V1.0.
37:43 That way if we need to make revisions we can do V1.1, 1.2 et cetera.