i may go down to a local shop later and have my file pulled on efilive to see what the differences are. i have the software on my laptop, just don't have the cable

 

I use EFILive for LS1 tuning. Unfortunately, there are no plans to support the turbo 'balts anytime soon. So, I had to pick up a copy of HPT too. After using both (and comparing LS1 files in HPT to LS1 files in EFI Live), I must say I am still a die-hard EFI Live fan. Maybe it's partly because I've been using it for nearly 3 years, but it's still hard to beat the UI on the tuning software and the awesome scanner. I tried to make a custom data log filter in HPT once or twice and I about lost my mind. It's almost scary cause the data you use to make your changes determines the quality of your tune. Garbage in = garbage out.

 

Yea the guy that I might have tune my car tunes a lot of Camaro's, Trans Am's, GTO's, and Corvette's. Im still trying to figure out if it would be worth using EFILive over HPT.

 

thats why i love efilive. i'd gladly pay the couple extra hundred for it

its not necessarily the program that will determine the quality of your tune. its the guy tuning it. if you use efilive now, you can always use hp tuners later. they both download the information from your ecu. i'd go with the tuner who absolutely, positively, without a doubt knows what he's doing and talking about

 

there is a few tables we need in hpt to help out with issues with the cars. part throttle fueling, iat fuel comps, torque management on the trans side {07's} and a few others off the top of my head

 

I didn't get any helpful answers at the shop today because the boss wasnt in. He is the tuning guy so he is supposed to contact me about a tune. I think im gonna just get dyno tuned with hp tuners by a guy that has done a few cars on the forums.

Thanks for all the input. I was just curious to see what people thought about EFILive since it isn't used very much for the cobalts.

 

You'll notice EFI is missing several key tables for maf tuning not to mention the lack if injector tables for tuning larger injectors that HP Tuners users have had for a while now. We've already been around the block for a while so to speak so have added all of the necessary tables to dial in the maf & injectors as well as other sections they are lacking in for p12's. I'm sure your tuner will find these oddities once he digs into your vehicle as our customers did months ago.



If you take a look at his screenshot of the primary ve table you can see there actually is no transmission drop down calibration, its because gm took it out of the code starting in 07' so you won't find any transmission TM in the 07's, hence the reason I kept says "its not there"

 

right.
all the other gm vehicles have it. what would make GM remove it from JUST the cobalt. We, the end user get the shaft because we don't own an ls1, or a "current" ecm. there is quite a few tables we would like to have, but we will never see them because it's financially feasible on your end to do anything about it?

one table could result in a 50% drop in blown lsj engines in the winter time. however. we will never see it. so we have to band aid the engines and hope they make it just one more WOT run and not **** the bed in return.

lets give the people more tables that don't do anything. brilliant idea. the IVT table on 07's doesn't do a damn thing.

"it's not that big of a market so we don't want to spend the money, or a couple minutes a day to look into issues."

until your magical engineer's can tell me why an 07 commands 12.5 afr when ever it feels like. then i might listen to the **** you say. yes you have a pissed off customer right now because of the lame attempts to band aid the lsj community.

 

Uh oh...

 

You would need to ask them, but as stated its not there in the code, which is why its not there to view in the software.

Everybody wants more tables, allocating the time to look into each is the hard part, you are more than welcome to put in a request for tables in our feature request section, I think theres only been 2 or 3 table requests for those applications as most seem to be making good numbers with the software thats currently available.

How quickly we forget http://www.hptuners.com/forum/showpo...1&postcount=17

What table?

Who are you quoting here? Or are you quoting yourself? We've always be more than willing to add tables where need be for our customers.

In most cals its a cat over temp setting issue as explained here http://www.hptuners.com/forum/showthread.php?t=18181

Why GM does it that way who knows, you should see some of the tests in Gen 4 cars & trucks that lean you out to 16.5:1 for no obvious reason. I'm sure GM has their reasons but they probably will never let us know why.

 

Oh snap!

 

leaning out part at idle doesn't bother me. it's the car holding 12.5 for about 5 miles for no reason at all that is the issue with the 07's. 05-06 doesn't have this issue due to them being a different cal. it is not the cat over temp table. setting them to stock doesn't help. hell the IVT table doesn't do anything to remotely help this problem.

throttle body controls other than tb scalers. opening rate and closing rates. iac/ motor control for the cammed cars to help out with idle surge issues on them. little tables here and there. the dynamic airflow was a great step in helping out. it isn't that power can't be made with the stock ecm, it's the fact of band aiding some tables to compensate for others.

first and second gear in the 07 gm lsj cal file does have torque management in there.

now the small table that will help the lsj's survival rate.
IAT1 vs afr

afr's will sustain what they are set at for about 4 hours, then slowly progress leaner on wot as time goes on. temps drop to 20 degree's ambient, the actual afr runs wicked lean. when the temps are 80+ on a stock cal it will run rich as *****. this falls into the band aiding category as well. being able to manipulate a single sensor will work out tremendously well in the future, and survival rate of this engine

the dynamic airflow table slowed the rate of afr vs temperature change a lot better than hosing the ve table to do it. if the iat vs afr table is set to say 1.3 at 20 degree's at 5k rpms under say 1.0 g/cyl. it would add this fuel ontop of the commanded pe side in conjunction with the maf scaling as well instead of having to retune the afr 4 times a year to keep the car in the optimal afr range for that setup. this one might be wishful thinking, but i think it's bad to say that since the lsj ecm is a dead ecm that no updates will ever come again for it.



also, changing the entire file back to stock aside from the fuel control tables do not solve anything, or doing little changes here and there to bring it back to what it was doesn't change anything. even a completely different fuel table based on the gm s2 file with two numbers changed doesn't cure the random commanded afr change.

sorry for the attack earlier, i have not been in the greatest of moods.

 

My question would need to be then are you the only person seeing this with the stock cal? If so have you considered a mechanical issue of some sort?

I've NEVER seen a stock cal in any of the 30 or so pcm's we currently support richen or lean out a mixture. It only when you start changing things in the cal that anyone has ever run into a rich or lean commanded afr condition and these are always associated with a cat or post o2 sensor test.

 

it happened on another 07 car i tuned a month or so ago. it is a more common than people want to admit. those with widebands notice it, those without it don't pay attention the boost/vac gauge to see it change for no reason at idle. this is why you really don't hear about it. aside from this, the other two or three tables to help us higher power lsj owners out would be awesome instead of compensating to the moon with timing control to stabilize the idle and coast down. for me, it's the little things that people over look that make me happy. such as the dynamic airflow table. to compliment this table the iat vs afr table would be a huge step.

 

I would assume that iac controls are similar to LS2's in using dozens of coefficient tables nobody would understand how to use. As for your request for the iac tables I added it to our main suggestion thread in our feature request section.

 

what about the IAT vs afr for temperature changes?

appreciate the help

 

IAT vs. AFR? you mean a spark adder table? I'm not sure what exactly you are looking for. If you are talking about an afr compensation table dependant upon IAT temp its not likely in the code hence the reason its not in the software.

 

well that sucks. that is part of the lsj's going boom in the winter time due to the ecu's lack of compensation for colder temps and adding fuel to combat it so to speak. as they sit now, the car leans out when it gets colder, and riches up way too much when it is hot out. hence the need for that table to work the problem out of it.

also, the tb controller tables i know that just got released for the ls2/tbss stuff to help with the opening and closing rates of the throttle body motor itself. this could help to a degree on cammed lsj's, but idle airflow in cracking the tb blade a bit more, or IAC motor control so to speak.

did i lose ya?

 

The table that was added is only used for opening the TB and would not help in any way to a cammed vehicle, its basically another form of TM GM started using. 95-98% of the calibrations I've looked at have it disabled from the factory though.

 

right now on the cammed 07's cars {like mine was}, i had to completely redo the adaptive idle over/under speed, and in gear timing correction tables to get the car to idle worth a ****. a cammed ls1 doesn't have this issue or have to touch those tables to the degree as a band aid to help with the idle issue, and coastdown problems. hence a need for control over the throttle body aside from changing the scaler size for a bigger tb.

 

idk if u have found out yet or not haven't read the 3 pages yet but you have to use an hptuners cable, and plug that into efi live to read our cars thats how the guy that tuned my car did

 

i pulled the file from my car in efi. they offer less tables, and some very useful tables are not in efi live. for the lsj, hpt is a better solution for higher power lsj's.

 

I've been using EFILive on an LE5 solstice with good results. Their support for the E67 ecm seems to be good. The VVE tables and ability to change the VVT is the reason we went with them over HPT.

 

I have both EFILive and HPT (Ls2Edit for that matter too) and agree that for E67 EFILive takes the cake hands down. I like rhit_rs too have an LE5 and couldn't imagine tuning a boosted E67 w/o Virtual VE tables.
I tried to use the VB plug-in that was written for HPT, but it's not as intuitive as having the ability to log and tune right in the same program. For any VVE equipped vehicle, especially with VVT cams EFIlive is currently the way to go.

Personally suggesting that the community size qualifies as support is a joke. HPT as a company has GREAT Support and I DO like to use it. However all of the traffic on the forums has to be very carefully scrutinized before blindly implementing.
There are a lot of very bad tuning techniques people use and weather it's HPT or EFILive doing what others do can lead to problems no matter what software you use.

 

I also get the same weird afr change when tuning an 07. I re installed the #2 o2, messed with cot, changed the DTC's, nothing. Still random fuckies.

I would love hptuners long time if we had these fixes like iat vs afr and better tb controls.
Thankfully I haven't had to dance with any real high powered lsj yet (ie cammed, turbo'd).
most of the tunes have been basic ****, boosted J-bodys, and a couple 5.3L v8's

I hate having to worry that some moron is going to take his summer tuned lsj, run it ***** out in the middle of winter, and then go blaming me for his grenaded engine.... FTL