DadMobile
Worlds 3rd least slowest Ecoboost SHO
Dude craves attention but I’m pretty sure he’s been banned from the biggest SHO pages at this point. He relegated to this forum and his little safe space page. Karma is a B.
802SHO 2010 Build
- Thread starter 802SHO
- Start date
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SM105K
Streetlight Grand Prix Champ/ IG @fafomotorsports
Yet you still come running back, with the same redundant crap. Let's throw a party fan boy.
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They found it 
DadMobile
Worlds 3rd least slowest Ecoboost SHO
That’s neat, they acknowledged what everybody told you last year to be true. It’s crazy you started attacking the auto engineer telling you the same thing, the same dude was working with SCT on this exact problem last year and was close to a solution! Maybe by the end of the year you’ll get a an answer as I’m sure paying engineers to solve a problem in an aged out dying platform is at the top of their list.They found it
Cool story. Who said there was a missing engine brake torque limit? I’m sure they’ll continue to pay their staff to support their software
Oh, all the tuners in the platform taking notes? Bc I crushed all their assumptions
SM105K
Streetlight Grand Prix Champ/ IG @fafomotorsports
Welcome back Simple Jack!
DadMobile
Worlds 3rd least slowest Ecoboost SHO
Please explain how you crushed their assumptions. I’d love to hear it in your own words.
I’m tuning in HPTuners and getting results and making headway. Sharing information never uncovered. Clearly they didn’t tell me what they didn’t know. If I had listened I’d have gotten nowhere fast. That usually means what was being said was inaccurate to say it nicely.
Rev9 Update
Back in HPTuners I did another crank relearn in Forscan bc I’m unsure it stays intact flashing back to stock calibration. The car felt great and it pulled the best so far.
After reviewing the log and talking with Ryan, I’m increasingly convinced Rev9 was intended as a systems validation run rather than a power tune.
The previous Brake Torque Limit was increased from the stock 500 Nm value to 881 Nm (650 lb-ft) and the results were immediate.
Peak values from the run:
-Desired Brake Torque = 650.0 lb-ft
-ETC Torque Request = 650.0 lb-ft
-Scheduled Torque = 696.7 lb-ft
-Engine Brake Torque = 433.5 lb-ft
-Actual Load = 1.922
-Desired Load = 1.921
-Airflow = 55.2 lb/min
-Boost = 18 psi
The interesting part is where the torque sources changed.
At peak torque, Torque Source still showed Engine Speed Limit while the PCM was requesting 650 lb-ft and scheduling nearly 700 lb-ft. Later in the pull, once actual load exceeded the current torque model range, Torque Source changed to Engine Indicated Torque Limit.
That appears significant because the current torque model effectively tops out around 1.9 load and the car reached 1.922.
One thing that immediately stood out was the fueling. Lambda was down around .72, which is extremely rich. On a power tune I’d normally expect the conversation to be moving toward .80-.82 lambda, not .72.
The fuel system was intentionally given an enormous safety margin while we verified that the new brake torque limit changes worked, verified fuel pressure remained stable, verified the injectors and HPFP were happy, verified boost control remained stable, and verified that the car could move beyond the previous intervention point without setting DTCs.
The result was exactly that. No P0219. No DTCs. No positive knock observed. Fuel pressure tracked. Load tracked. Boost control remained stable with WGDC still relatively conservative. The previous torque ceiling appears to have moved and a new torque source was identified.
What’s even more interesting is that Johnny Powers at HP Tuners is already looking into the next bottleneck. He personally wanted an update and I gave him one on Sunday. I told him the Y axis in Indicated engine torque cannot exceed 2.0 load. First he wanted me to check with Ryan, under advanced access if he was able to access editing load above 2.0 and Ryan thankfully was available Sunday and reported no. Johnny said he’d have it editable by mid day
It sounds like this may ultimately become an Advanced Access feature where users receive a warning prompt before extending the torque model beyond factory-defined limits.
If that happens, Ryan should be able to properly extend the torque model rather than operating at the edge of the factory calibration range.
We’re also investigating rear drive unit clutch duty cycle control similar to what exists on later SHOs.
My friend David brought up a calibration he performed on a 2016 SHO where rear differential clutch duty cycle was controlled by throttle position, vehicle speed, and gear. According to him, that single change dramatically improved launch performance and reduced both 60-foot and quarter-mile times.
His comment was: “**** should see if we have the ability to control the rear differential clutch duty cycle. That one table alone had my buddy’s 2016 I was tuning in stock wheels and tires cutting a 1.6-1.7 60 ft and 11.5 1/4 mile on the street. Ya it allows u to control the lockup clutch duty cycle and axis are TPS vs vehicle speed by gear.”
Johnny is currently investigating whether similar functionality exists within the 2010-2012 Green Oak strategy. Or he mentioned, “
So the older cars might have been controlled by another module for the diff? Yeah if it’s hard coded I might be able to do a patch to increase it. But we shall see.”
One thing that has become increasingly obvious through this process is that there are still capabilities buried inside these older operating systems that were never fully exposed. Every time we remove one ceiling, we discover what the next ceiling actually is.
Johnny also made me laugh with this comment: “lol. Good luck with stuff like this for GM and Dodge..Only Eric and I care about the masses and not just big name tuners.”
I humbly recognized how rare this truly is. I told him, “Yeah I know this isn’t normal, I truly appreciate what you’re doing.”
For now Rev9 looks like a successful systems check. The previous brake torque ceiling moved. The car reached 1.922 load. The PCM requested 650 lb-ft.
A new torque source appeared. And we now have a clear direction for the next phase of torque model expansion.
Back in HPTuners I did another crank relearn in Forscan bc I’m unsure it stays intact flashing back to stock calibration. The car felt great and it pulled the best so far.
After reviewing the log and talking with Ryan, I’m increasingly convinced Rev9 was intended as a systems validation run rather than a power tune.
The previous Brake Torque Limit was increased from the stock 500 Nm value to 881 Nm (650 lb-ft) and the results were immediate.
Peak values from the run:
-Desired Brake Torque = 650.0 lb-ft
-ETC Torque Request = 650.0 lb-ft
-Scheduled Torque = 696.7 lb-ft
-Engine Brake Torque = 433.5 lb-ft
-Actual Load = 1.922
-Desired Load = 1.921
-Airflow = 55.2 lb/min
-Boost = 18 psi
The interesting part is where the torque sources changed.
At peak torque, Torque Source still showed Engine Speed Limit while the PCM was requesting 650 lb-ft and scheduling nearly 700 lb-ft. Later in the pull, once actual load exceeded the current torque model range, Torque Source changed to Engine Indicated Torque Limit.
That appears significant because the current torque model effectively tops out around 1.9 load and the car reached 1.922.
One thing that immediately stood out was the fueling. Lambda was down around .72, which is extremely rich. On a power tune I’d normally expect the conversation to be moving toward .80-.82 lambda, not .72.
The fuel system was intentionally given an enormous safety margin while we verified that the new brake torque limit changes worked, verified fuel pressure remained stable, verified the injectors and HPFP were happy, verified boost control remained stable, and verified that the car could move beyond the previous intervention point without setting DTCs.
The result was exactly that. No P0219. No DTCs. No positive knock observed. Fuel pressure tracked. Load tracked. Boost control remained stable with WGDC still relatively conservative. The previous torque ceiling appears to have moved and a new torque source was identified.
What’s even more interesting is that Johnny Powers at HP Tuners is already looking into the next bottleneck. He personally wanted an update and I gave him one on Sunday. I told him the Y axis in Indicated engine torque cannot exceed 2.0 load. First he wanted me to check with Ryan, under advanced access if he was able to access editing load above 2.0 and Ryan thankfully was available Sunday and reported no. Johnny said he’d have it editable by mid day
It sounds like this may ultimately become an Advanced Access feature where users receive a warning prompt before extending the torque model beyond factory-defined limits.
If that happens, Ryan should be able to properly extend the torque model rather than operating at the edge of the factory calibration range.
We’re also investigating rear drive unit clutch duty cycle control similar to what exists on later SHOs.
My friend David brought up a calibration he performed on a 2016 SHO where rear differential clutch duty cycle was controlled by throttle position, vehicle speed, and gear. According to him, that single change dramatically improved launch performance and reduced both 60-foot and quarter-mile times.
His comment was: “**** should see if we have the ability to control the rear differential clutch duty cycle. That one table alone had my buddy’s 2016 I was tuning in stock wheels and tires cutting a 1.6-1.7 60 ft and 11.5 1/4 mile on the street. Ya it allows u to control the lockup clutch duty cycle and axis are TPS vs vehicle speed by gear.”
Johnny is currently investigating whether similar functionality exists within the 2010-2012 Green Oak strategy. Or he mentioned, “
So the older cars might have been controlled by another module for the diff? Yeah if it’s hard coded I might be able to do a patch to increase it. But we shall see.”
One thing that has become increasingly obvious through this process is that there are still capabilities buried inside these older operating systems that were never fully exposed. Every time we remove one ceiling, we discover what the next ceiling actually is.
Johnny also made me laugh with this comment: “lol. Good luck with stuff like this for GM and Dodge..Only Eric and I care about the masses and not just big name tuners.”
I humbly recognized how rare this truly is. I told him, “Yeah I know this isn’t normal, I truly appreciate what you’re doing.”
For now Rev9 looks like a successful systems check. The previous brake torque ceiling moved. The car reached 1.922 load. The PCM requested 650 lb-ft.
A new torque source appeared. And we now have a clear direction for the next phase of torque model expansion.
SM105K
Streetlight Grand Prix Champ/ IG @fafomotorsports
Just stop! You are doing things we already know about! You are doing things we told you wont work! You are not listening to the people that have already done this! YOU ARE DOING IT WRONG!!!!!!
LOL......
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It’s happening today. From Johnny: “I got it. dont worry.. now more than likely he will have to change ALL of the load axis's to the same.. if one axis is set to a lower limit NORMALLY it will use the lowest. but i changed alot of the axis's and i updated a few little things for now.. once we break past that load limit ill start updating other things and finding stuff thats not in there.”
What!?! This is insane! I asked if this required Advanced access and he said: “Naw won’t require anything special.
Next beta later today will be good to go.
I set all max load axis to 5.0, shouldn’t need above that lol.”
This is absolutely insane!! Unlocking my OS with its own abilities, just dormant and overlooked for over a decade.
Over the weekend I looked back over my full D I c k passes in SCT and even though I did make more than 2.0 load, peaked 2.2…I hit torque source 16 which is indicated engine torque limit. Also torque source 4 is engine speed. So these aren’t new. I think SCT’s limit was 2.0 load. Like you can make more but it’s off the torque model map so it acts weird, strange interventions. I was able to look with a new perspective at this logs. In my fastest no nitrous pass it ran clean, but with nitrous it hit over 2.0 load and the PCM lightly intervened. Essentially nitrous pulls were handicapped by the PCM. They could have generated more power if the torque model was scaled higher.
I’m more pumped than ever right now. Johnny has taken a personal interest in the Platform. Specifically 10-12 but he’s interested in other models.
See you guys trolling hoping to see my car not run….is so narrow minded. There’s no reason why we can’t all be friends trying to push the platform forward for all years. Collaborating instead of throwing shade every chance you get. Nobody should be afraid to challenge assumptions. Especially for fear of retaliation. My 2 cents for now.
What!?! This is insane! I asked if this required Advanced access and he said: “Naw won’t require anything special.
Next beta later today will be good to go.
I set all max load axis to 5.0, shouldn’t need above that lol.”
This is absolutely insane!! Unlocking my OS with its own abilities, just dormant and overlooked for over a decade.
Over the weekend I looked back over my full D I c k passes in SCT and even though I did make more than 2.0 load, peaked 2.2…I hit torque source 16 which is indicated engine torque limit. Also torque source 4 is engine speed. So these aren’t new. I think SCT’s limit was 2.0 load. Like you can make more but it’s off the torque model map so it acts weird, strange interventions. I was able to look with a new perspective at this logs. In my fastest no nitrous pass it ran clean, but with nitrous it hit over 2.0 load and the PCM lightly intervened. Essentially nitrous pulls were handicapped by the PCM. They could have generated more power if the torque model was scaled higher.
I’m more pumped than ever right now. Johnny has taken a personal interest in the Platform. Specifically 10-12 but he’s interested in other models.
See you guys trolling hoping to see my car not run….is so narrow minded. There’s no reason why we can’t all be friends trying to push the platform forward for all years. Collaborating instead of throwing shade every chance you get. Nobody should be afraid to challenge assumptions. Especially for fear of retaliation. My 2 cents for now.
Just talked to AJPTurbo. So SCT’s torque source 16 is basically cruising. Torque source 18 would be Ind.eng.torq.limit. So I had that wrong. I showed Brad my tables and he said: Yeah I know. But those are the lookup tables…there are separate engine indicated torque limit scalars which are single values. And when you are in WOP=WOT mode those tables you showed me aren’t used. So that’s interesting. There’s a WOT start/stop set of tables in HP, maybe that’s what he’s talking about. I’ll have to investigate.
I was able to go out on Sunday and collect more data with some of the torque and inverse model expanded into the 2.2-2.3 load range as well as more brake torque. The car made too much power lol
Boost a hair over 22, EMP maxed at 22. A perfect 1:1 ratio at 22psi that’s really f good. I’d imagine it’ll creep past 1:1 on the EMP side if it gets into the 25-30+ psi range.
So 22 psi wasn’t exactly the plan. So it is going to get reduced and refined and likely ramped back but with a hard spark cap. Spark on this pull was 20. This thing pulled hard.
I was farther up on my test road than usual bc of traffic. I had to fall back and stay back much longer. I did a mini pill before the test road and it felt much faster than it’s ever been. When I went WOT I was on a sweeping right turn, really gradual nothing sharp but it pulled me straight. The lsd conversion and 22 psi just pulled straight so I had to counter steer, a hair too much and then had to counter steer again and less of an oversteer. I’m doing a mini zig and zag just getting pulled. I caught up to that car too quick and I was also caught by surprise by the power so I let out just over 100. The exhaust crackled hard.
I reset KOM to -1.00 fast. I was also testing transmission changes with clutch fill times and increased pressure changes. I did a lot of driving to get the trans to relearn after clearing its adaptive tables to prep for the new transmission tune. So my trans temp was 187 in the pull. Absolutely perfect.
This happened
I’ve never made 2.3 load before and this wanted to make more, it was hitting the end of the table and being pulled back some.
Hit a few degrees knock retard that I’d expect to see if I knew it was going for 22 psi and 20 spark…so that’s not what I wanted but that’s ok, this once.
Now I know what to look for and that wasn’t Ryan’s tune. Ryan got stuck on PE and a friend, David, got me all set for PE, then he made me a trans calibration and didn’t realize I got G25’s….Im actually trying to get them to work together bc they have opposite strengths and weaknesses.
David sent me a new file, Ryan is making a new file. Not exactly what I had in mind but we’re at the point of making power.
With my new firm stance on spark and boost I want to dial in and command 18 psi and 16 spark. And it has to be close if not spot on. Then we could do 20 psi with 17 spark. At that point I don’t see much reason to push 93 too hard when I have better fuels to use.
Dial in 93, cmon, Let’s go! I need a clean file and I need successful logs and I’ll do a brake boosted 93 1/4 pull with Dragy. And move to the next fuel where we add spark and boost
Some pics at a new place I stopped at to get ready
Boost a hair over 22, EMP maxed at 22. A perfect 1:1 ratio at 22psi that’s really f good. I’d imagine it’ll creep past 1:1 on the EMP side if it gets into the 25-30+ psi range.
So 22 psi wasn’t exactly the plan. So it is going to get reduced and refined and likely ramped back but with a hard spark cap. Spark on this pull was 20. This thing pulled hard.
I was farther up on my test road than usual bc of traffic. I had to fall back and stay back much longer. I did a mini pill before the test road and it felt much faster than it’s ever been. When I went WOT I was on a sweeping right turn, really gradual nothing sharp but it pulled me straight. The lsd conversion and 22 psi just pulled straight so I had to counter steer, a hair too much and then had to counter steer again and less of an oversteer. I’m doing a mini zig and zag just getting pulled. I caught up to that car too quick and I was also caught by surprise by the power so I let out just over 100. The exhaust crackled hard.
I reset KOM to -1.00 fast. I was also testing transmission changes with clutch fill times and increased pressure changes. I did a lot of driving to get the trans to relearn after clearing its adaptive tables to prep for the new transmission tune. So my trans temp was 187 in the pull. Absolutely perfect.
This happened
I’ve never made 2.3 load before and this wanted to make more, it was hitting the end of the table and being pulled back some.
Hit a few degrees knock retard that I’d expect to see if I knew it was going for 22 psi and 20 spark…so that’s not what I wanted but that’s ok, this once.
Now I know what to look for and that wasn’t Ryan’s tune. Ryan got stuck on PE and a friend, David, got me all set for PE, then he made me a trans calibration and didn’t realize I got G25’s….Im actually trying to get them to work together bc they have opposite strengths and weaknesses.
David sent me a new file, Ryan is making a new file. Not exactly what I had in mind but we’re at the point of making power.
With my new firm stance on spark and boost I want to dial in and command 18 psi and 16 spark. And it has to be close if not spot on. Then we could do 20 psi with 17 spark. At that point I don’t see much reason to push 93 too hard when I have better fuels to use.
Dial in 93, cmon, Let’s go! I need a clean file and I need successful logs and I’ll do a brake boosted 93 1/4 pull with Dragy. And move to the next fuel where we add spark and boost
Some pics at a new place I stopped at to get ready
bpd1151
Lurking Around
Great update Andrew! Glad to read things are on a steady incline of progressive successes.
Now on a comical note, you mentioned your tuner getting you ready for "PE".....
Maybe that should read that they're getting everyone else ready for "PE"......
Pe.nis Envy that is! Bwahahahaha.
Sent from my SM-S928U using Tapatalk
Now on a comical note, you mentioned your tuner getting you ready for "PE".....
Maybe that should read that they're getting everyone else ready for "PE"......
Pe.nis Envy that is! Bwahahahaha.
Sent from my SM-S928U using Tapatalk
HahahaIt’s power enrichment.
FrankK
SHO Member
Let the fun begin Andrew.
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