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Thread: 2014 Corvette Stingray Stock Tune VS ProCharger's Tune (comparison)

  1. #21
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    Quote Originally Posted by n8dogg View Post
    Awesome, thanks again for an informative response! I look forward to doing more ProCharger installs on these cars in the future!!
    Your welcome, make sure you share your installs with us at socialmedia@procharger.com
    Also we will be having a new website soon, where customers can easily create galleries for their cars, and update the specs, photos ect.


    Quote Originally Posted by wesam View Post
    I can't believe that DI motors will hold boost with 12.7 AFR
    but it seems that we will change our point of view with those new motors
    any body know how much AFR will be safe for NA DI motors if the FI is holding 12.7 ?!!
    When working at Mercedes Benz, you would be surprised at what AFR's the new DI twin turbo cars run under WOT and boost.
    Lots of info out there on DI and FI, however its usually related to smaller motors. Benz and a few others were really pushing the FI and DI combo on bigger V8's recently.
    Only once the cars were "turned up" with a flash, would the AFR's start to even come close to what most people would consider "normal" Its just a learning curve, people will get used to it.

    Quote Originally Posted by slowhawk View Post
    We are currently tuning a cam,blower,stalled car right now. Stuck using HPT for the control they have. The A/F's are suppose to be lean and the blower drag brings up serious false knock.

    Hoping EFI jumps on this tuning soon. I find it a lot easier to navigate.
    Amen
    The ULTIMATE Power Adder!
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    @procharger

  2. #22

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    Quote Originally Posted by wesam View Post
    I can't believe that DI motors will hold boost with 12.7 AFR
    but it seems that we will change our point of view with those new motors
    any body know how much AFR will be safe for NA DI motors if the FI is holding 12.7 ?!!
    Its not that its "holding it". The reality is that a boosted motor is set richer for cooling effect....much of the fuel mass is just wasted for the sake of cooling. Since DI injects fuel right into the combustion chamber the cooling effect is increased without the wasted fuel...hence a leaner lambda.

    Much like the debate was on the GEN4 engine its the same here. 12.3 or 12.7......will depend greatly on engine dynamics. What you need to watch out for is this;

    You can have the correct mass of air and the correct mass of fuel and still not measure the correct AFR due to injection timing and altered charge motion. Delivery the charge early or late will effect the reading in the exhausts.

    Non boosted engines that get boosted will also start running into issues with charge motion effecting the injection flow path. GM has a million hours into the design of the LT1 chamber and the injectors are designed to have there spray pattern hit specific spots in the chamber....these spots will be effected by how the airflow enters the chamber...the calibration in the new ZO6 will show the ways GM addresses this...

    Those that think its "easy" are only going to be hacking and whacking at the calibration. There is a right way to quantify all this.....

    Howard

    www.redline-motorsports.net

    1-954-703-5560

    2006 ZO6 895/866 with APS TT
    2010 SSRS Camaro HTR-900TT (798/801)
    2011 HTR-850R Camaro
    2012 ZL1 Auto (10.33@135 MPH) Video Here!

  3. #23
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    Additionally to what Howard said about cooling effect, DI does not have to model wall wetting/evaporation of the head's intake port, so the mixture can be leaner since it does not have to contribute to the wall "puddle" (which has slower evaporation rate at boost compared to vacuum).

  4. #24

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    Quote Originally Posted by swingtan View Post
    Fast enough?

    It's fast enough to calculate the VVE on the fly as well as the torque model and control the throttle..... It's not too much work to read the MAF and calculate the injector timing.

    Personally, I think the main use of the VVE in the factory tune is to provide a secondary fuelling model in the event of the MAF failing.
    Actually its used more then we think but not as much as the MAF....when the engine goes into transient.....lets say a big throttle jab....the intake manifold acts like a big spring...the airflow being measured by the MAF is NOT what's making it into the cylinders. For this reason the SD logic kicks in looking at MAP/RPM to calculate the proper Grams/cylinder. Once the air signal gets linear it will revert back to the MAF signal until it sense enough of a delta to switch back.....there are several "flag" parameters that dictate this switch over but we can see them in EFIL...

    Howard

    www.redline-motorsports.net

    1-954-703-5560

    2006 ZO6 895/866 with APS TT
    2010 SSRS Camaro HTR-900TT (798/801)
    2011 HTR-850R Camaro
    2012 ZL1 Auto (10.33@135 MPH) Video Here!

  5. #25
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    Lingenfelter Stingray with a 2.3 charger/LPE cam on the stock injectors, no headwork . Not getting to WOT til middle of each gear due to tire spin. LT5 ZR-1 in the slower lane.

    https://www.youtube.com/watch?v=0ZUp...ature=youtu.be

    peace
    Hog
    1997 rcsb stock L31 longblock, Marine Intake with 28# EV6 injectors, L35 2700 stall TC,Hooker LT's 2.007 60ft

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