TVS 1900 "pink" Injectors
#32
Got the IFR table pretty well nailed down. Its not pretty, but it works. Averages LTFT= at idle +3, at part throttle/any load outside PE +/-0, feather throttle/steady state +4, decel/downhill +7. With Magna tune, only hit 4 fuel trim cells in closed loop at operating temp. Furthermore, I spend 90 percent of my time in cell 1 (avg 0 pull/add). No lean bank codes in 500 miles.
I will go ahead and put a plug in for Magna. This system is outstanding. Put it on at a family member's house in Colorado with my hand tools I carry with me (10 hour clean install). Went from 2000' elevation to 7000' , 3 hour drive up and under load, IAT's never went over 30 degrees above ambient. Power is excellent. Being realisitic, for a daily driven 4x4 street truck that needs to be reliable transportation for long work trips, I couldn't be more pleased with this system. Makes my procharger days seem like a nightmare lol. As far as the guys looking for better ET's in their trucks, the power/potential power is there with this system, stall and tire/gear ratioing combinations are what need to be tackled. 4l70, 3.73 or 4.10 with 20's=slow.
PS.......Joe at Left Coast 32 runs his buisness right. Excellent customer service/support. He has been top notch helping me (telling me what to do lol) with my IFR table and other tuning for this system.
I will go ahead and put a plug in for Magna. This system is outstanding. Put it on at a family member's house in Colorado with my hand tools I carry with me (10 hour clean install). Went from 2000' elevation to 7000' , 3 hour drive up and under load, IAT's never went over 30 degrees above ambient. Power is excellent. Being realisitic, for a daily driven 4x4 street truck that needs to be reliable transportation for long work trips, I couldn't be more pleased with this system. Makes my procharger days seem like a nightmare lol. As far as the guys looking for better ET's in their trucks, the power/potential power is there with this system, stall and tire/gear ratioing combinations are what need to be tackled. 4l70, 3.73 or 4.10 with 20's=slow.
PS.......Joe at Left Coast 32 runs his buisness right. Excellent customer service/support. He has been top notch helping me (telling me what to do lol) with my IFR table and other tuning for this system.
It has been my pleasure working with you!!
#33
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The issue is only related to the 07+ VMAX trucks with the L76 6.0 If you look at the IFR table on a stock L76 truck it is a little different than most. The guys at Maggie were telling me that because of this and the way the truck regulates it pressure that the injectors were not working so well. Something to do with the spray pattern, which is good at 45 PSI but causes problems on pressure ramp up/down. Now that is what I was told and was asked to work with them on.
#34
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Exactly. The IFR tables in the new PCMs no longer use manifold vacuum as the X axis...it is now "pressure delta". It takes the manifold vacuum and adds it to the fuel pressure to get the "delta". There shouldn't be an issue with any injector used in this system vs. a fixed fuel pressure system. The PCM references the MAP sensor against the fuel pump module, and does the calculation. One big thing though is Injector Offset. If this table is not right, the fuel trims will be wacky. The OEM Delphi injectors have a much faster response time than the Bosch injectors, and this needs to be accounted for. I've seen original MP112 Maggie tunes that flatline the IFR table and leave the offset table stock...not how I would do it. The problem is that nobody really has actual offset data for some of these injectors, so they "fudge" around it.
#35
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Thanks for all of the help guys. That’s just it the offset table is what I am a little unsure about in regards to tuning or setting it up the correct way. I figured with enough work you could get them to work. How do you guys feel about setting the pressure at 58PSI and maintain it for cruse and WOT? I don’t really understand why GM uses this type of system VS a fixed pressure set up, is it VVT related? I have noticed that the 6.2 does not use this set up and it has VVT but no DOD??
#36
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28.29 30.00 31.63 33.17 34.65 36.06 37.42 38.73 40.01 41.24 42.43 43.59 44.73 45.83 46.91 47.96 49.00 50.01 51.00 51.97 52.92 53.86 54.78 55.68 56.58 57.45 58.32 59.17 60.01 60.84 61.65 62.46 63.25
This is what your IFR table should look like. You could also multiply your stock IFR table by 1.7, rather than trying to copy this. You should not have to "skew" your IFR table at all. You will have to change your offset table and your pulse adder table though...to what, I can't say exactly. I'd try multiplying the whole offset table by 300% for starters. It should get you close. You will have highly positive LTFTs with the stock offset, proper IFR table, and Bosch injectors.
This is what your IFR table should look like. You could also multiply your stock IFR table by 1.7, rather than trying to copy this. You should not have to "skew" your IFR table at all. You will have to change your offset table and your pulse adder table though...to what, I can't say exactly. I'd try multiplying the whole offset table by 300% for starters. It should get you close. You will have highly positive LTFTs with the stock offset, proper IFR table, and Bosch injectors.
#37
TECH Veteran
The variable fuel pressure is GM's way of going back to what they had in 03' with the return style fuel system and a vacuum operated fuel pressure regulator. Higher fuel pressure makes for a better spray pattern, but a smaller injector makes for a more consistant spray. Consistant spray makes for better emissions and fuel economy hence the less pressure at cruise. Less pressure makes the injector smaller essentially. Calibrating injectors that you don't have numbers for is a real pain in the a** and can take a while. There is a true solution, but it's not cheap. I agree that the IFR table isn't as big of a problem as the injector offset voltages and deadtime compensation. Here is a site that should fully explain the problem. This guy is a genius. http://www.yawpower.com/injectordeadtimesarticle.html
Note: link meant for reading purpose's only, not trying to sell anything for this guy.
Note: link meant for reading purpose's only, not trying to sell anything for this guy.
#38
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The variable fuel pressure is GM's way of going back to what they had in 03' with the return style fuel system and a vacuum operated fuel pressure regulator. Higher fuel pressure makes for a better spray pattern, but a smaller injector makes for a more consistant spray. Consistant spray makes for better emissions and fuel economy hence the less pressure at cruise. Less pressure makes the injector smaller essentially. Calibrating injectors that you don't have numbers for is a real pain in the a** and can take a while. There is a true solution, but it's not cheap. I agree that the IFR table isn't as big of a problem as the injector offset voltages and deadtime compensation. Here is a site that should fully explain the problem. This guy is a genius. http://www.yawpower.com/injectordeadtimesarticle.html
Note: link meant for reading purpose's only, not trying to sell anything for this guy.
Note: link meant for reading purpose's only, not trying to sell anything for this guy.
good find, and some good reading. LOL back to the Drawling board
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28.29 30.00 31.63 33.17 34.65 36.06 37.42 38.73 40.01 41.24 42.43 43.59 44.73 45.83 46.91 47.96 49.00 50.01 51.00 51.97 52.92 53.86 54.78 55.68 56.58 57.45 58.32 59.17 60.01 60.84 61.65 62.46 63.25
This is what your IFR table should look like. You could also multiply your stock IFR table by 1.7, rather than trying to copy this. You should not have to "skew" your IFR table at all. You will have to change your offset table and your pulse adder table though...to what, I can't say exactly. I'd try multiplying the whole offset table by 300% for starters. It should get you close. You will have highly positive LTFTs with the stock offset, proper IFR table, and Bosch injectors.
This is what your IFR table should look like. You could also multiply your stock IFR table by 1.7, rather than trying to copy this. You should not have to "skew" your IFR table at all. You will have to change your offset table and your pulse adder table though...to what, I can't say exactly. I'd try multiplying the whole offset table by 300% for starters. It should get you close. You will have highly positive LTFTs with the stock offset, proper IFR table, and Bosch injectors.
Maybe this thread will help others in the Future and its great Learning!!
#40
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Here is what I have
Offset VS Volts VS MAP = 0 entire table
Injector Offset VS Pressure Delta VS. IGNV = see attached pic
Injector Flow Rate Modifier VS Battery Voltage = ALL set to 1.0
Injector Flow Rate Modifier VS IAT = ALL set to 1.0
Short Pulse Limit = 4.0 ms
does this all look normal to you guys?
Offset VS Volts VS MAP = 0 entire table
Injector Offset VS Pressure Delta VS. IGNV = see attached pic
Injector Flow Rate Modifier VS Battery Voltage = ALL set to 1.0
Injector Flow Rate Modifier VS IAT = ALL set to 1.0
Short Pulse Limit = 4.0 ms
does this all look normal to you guys?