![]() I did have engine racing to 3000rpm issues which was caused by cleaning the Throttle Body and did do the Clean Throttle Body reset as well as replaced the TPS, did the Crankshaft relearn at which point the engine race issue went away leaving me with the same issues as mentioned above. Transmission>Torque Converter>Use DOD Slip Disabled I did the tune with the MPVI3 changing the following settings:Įngine>fuel>Lean/Fuel Saving>DOD Disabled TBH, I am at a complete loss as to what else I need to do or what it is that I may have missed, thought I had pretty much covered all bases and am in dire need of good help!!! Literally everything inside this motor has been replaced except pistons, piston rods, and Crankshaft everything was cleaned, machined, basically a new motor to include completely refurbished heads, non DOD GM camshaft, GM performance Lifters, pushrods, rockers, springs, oilpump, oil pump pick up tube, new plugs, plug wires, phaser, phaser solenoid, timing chain, all new bearings, rings, non DOD valley cover, new cam position sensor, VVT Sensor, oil pressure sensor, verified MAF was working, throttle body spacer, Shorty Headers, using factory Cats with all O2 Sensors, and Duel cat back exhaust. I am currently having idle and misfire issues. I did a complete rebuild of my sons truck engine in a 2011 GMC Sierra 1500 SLE, 5.3l, LC9. If the engine remains in 8 cylinder mode, then it will only use the corresponding 8 cylinder mode portions of the overall calibration. There was never any issue with misfires being reported afterward. Over the past decade, I have personally turned off the AFM function within the calibration, on a large number of GM truck applications. 2009 6.2L L9H without AFM versus 2012 6.2L L94 with AFM) - the camshaft angle tables are similarly populated in both calibrations. If you look GM calibrations for similar engine platforms (e.g. The VVT camshaft angle tables do not need to be adjusted, when simply disabling / removing AFM operation. Otherwise, you will get codes for random misfire. Since the engine will now remain in 8 cyl mode in that envelope, the cam has to be adjusted for that. That extreme cam advance is for 4 cyl mode. The cam angles have to be zeroed out in the regime where DoD used to operate. Set intake and exhaust minimums to 0 to allow for better torque.Īttached are stock and modified tunes with all changes mentioned applied as a comparison. (Optional) Engine -> Airflow -> Variable Camshaft -> Intake Camshaft/Exhaust Camshaft Many of the positives of DoD delete, as far as throttle feel and torque, will be increased even more so. This area is the light throttle/cruising area. Set VVT angles uniformly per column from 1000 to 3400rpm. (Optional) Engine -> Airflow -> Variable Camshaft -> Desired Angle Uncheck SES Enable and set to No Error Reported. ![]() Tuning DoD out is very easy to do with HPTuners.Įngine -> Fuel -> Lean/Fuel-Saving -> DOD dropdown menuįind DTC's related to cylinder deactivation. Finally, don't be fooled by remote tune scams. No need to unplug the brake booster sensor. The transmission life will be extended as well because there will be less shifting and hunting for gears.ĭon't waste money on OBD adapters that fool the sensors and may cause dangerous driving conditions (speed sensitive steering). If you are installing a kit because of collapsed lifters then you will have to tune this way anyway.ĭisabling DoD will save you money by preventing the common problem of eventual lifter collapse. If your lifters haven't collapsed yet then they will hold up perfectly fine after removing DoD in the tune. Deleting Displacement on Demand/Active Fuel Management doesn't necessarily require a delete kit has to be installed. ![]()
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