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Thread: 2009 Silverado 6 cyl Engine swap to 6.0 e-force SC setup issues

  1. #1
    Senior Member mowton's Avatar
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    Default 2009 Silverado 6 cyl Engine swap to 6.0 e-force SC setup issues

    So we have had this project in the shop for a while and just can't seem to get it right. Long story short, customer had his 2009 6cyl swapped out with a 6.0 and worked transmission. Wanted a SC installed which we installed with an e-force kit and utilized a 2007 E38 ECM with and ....4088 OS file. Had tranny issues and eventually installed a TCI controller which works ok at this time. We disabled all the T42 TCM torque management values and all seems good with that portion. Had exhaust restriction issues and installed a new ARH system from LT's to hi flow cats.

    The main issue is the truck just won't go to boost levels and maintain proper fueling. Have monitored fuel pressure and it holds the 58 lbs. Can get into some boost levels but at certain point (see logs) the fueling will go from right on to about 10-12% lean to >45% lean :-O. It appears as the the transition from good to 10% lean begins, the Bank1 and Bank2 IPW's begin to diverge. This was proven in the log as well as with a tech 2 via the narrowband infromation. For some reason, Bank 2 leans out.....we have checked and double checked the wiring to the injectors and all seems well. We have even installed a second set of injectors (went from siemans 60's to Fast 52's which came with the kit) to see if that cured it with no luck. For some reason, and I hope we aren't chasing our tails, the PCM thinks that Bank 2 inputs are different than Bank 1? The tune is in Open Loop Maf now, but we have tried Speed density with the same results.

    In the attached logs (PE was set to .69 for test purposes, normally it is .75), here are the key time stamps: ..am 4 after... -- 12:14:18.69, ...am 5 hold tranny... -- 12:18:55.227 and ...am 3 after... -- 12:10:24.178 and 12:10:51.627.

    Any help in this situation or a place to look would greatly be appreciated at this time. Thanks again and hope a new set of eyes/brains can help us send this project home.


    Ed M

    Truck drive 040914 am 4 after all off.efiTruck drive 040914 am 5 hold tranny.efiTruck drive 040914 am 3 after all off.efipulled from truck_0000 updated 032814_52 lb injectors_scaled 25pct_0000.tun
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    Last edited by mowton; April 11th, 2014 at 10:45 PM.

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    Joe (Moderator) joecar's Avatar
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    Hi Ed, are there any leaks in the exhaust plumbing which could influence the NBO2's...?

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    Senior Member mowton's Avatar
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    Quote Originally Posted by joecar View Post
    Hi Ed, are there any leaks in the exhaust plumbing which could influence the NBO2's...?
    Hi Joe, hope all is well. No leaks unfortunately and we are running in open loop with a WB in a pre-cat bung. We initially surmised it was an exhaust leak and previous investigation of putting the wb in both NB locations proved the Bank 2 leanness. So based on the IPW differences at the start of the issue (progressively worsening) and the fact it gets worse as the load goes up, kind of led us away from that theory. But again we have checked several times.

    The issue first showed on the Dyno and we kept throwing fuel at it but just never got right. Over the months, and a new guy in the shop driving the truck, we came up with the scenario's you see oin the attached logs.

    The only new evidence looking us dead in the face is the IPW difference and I am wondering what could cause this difference in open loop so we might be able to track down the issue at the origin.

    Thanks for the look.....

    Ed M

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    Joe (Moderator) joecar's Avatar
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    Hi Ed, all is well (as well as it could be), thanks.

    Leakdown test...?

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    Senior Member mowton's Avatar
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    Quote Originally Posted by joecar View Post
    Hi Ed, all is well (as well as it could be), thanks.

    Leakdown test...?
    They looked good. Still looking for what might drive Bank 1 and Bank 2 IPW to be different in open loop at the specific points in the logs. We disconnected the narrowband O2's from the PCM last week and saw the same results. The IPW's are exactly the same up to time it starts going south..........

    Ed M

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    Joe (Moderator) joecar's Avatar
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    That is really weird, the injector pulsewidths diverge while in OL... the only thing that could make them diverge is the trims, but you're in OL.

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    Joe (Moderator) joecar's Avatar
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    Those lean wideband spikes during PE indicate you're misfiring.

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    Joe (Moderator) joecar's Avatar
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    Try swapping injectors across banks, and see if it does the same INJBPW's, or if they swap sides (following the injectors).

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    Senior Member mowton's Avatar
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    Quote Originally Posted by joecar View Post
    Try swapping injectors across banks, and see if it does the same INJBPW's, or if they swap sides (following the injectors).
    Joe, we did that and the lean condition remained in the same bank. even went as far as changing out the initial injectors that first showed the issue....no change. Still going to go back and recheck the fueling pressure situation today or tomorrow.

    Ed M

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    Senior Member mowton's Avatar
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    Quote Originally Posted by joecar View Post
    Those lean wideband spikes during PE indicate you're misfiring.
    Interesting, will look into that, I have a tendency to increase the PE ramp rate a lot trying to preclude lean spots....maybe I go too far. Will check that out as well. Always assumed it was caused by the instantaneous change in fueling as it usually took 300-500 ms. to catch up.

    Ed M

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