BigBirdTA

Have a 408 LQ9 iron short-block going in and need some ballpark adjustments to a stock 2002 LS1 tune for initial fire-up. From everything I've read and heard, the first couple heat cycles are critical to seating the rings and all that. So I don't want to spend time dicking around with a stock LS1 tune to ballpark A/F and timing so the car will run right for break-in.

I already have done the calculations for IFR table and displacement/cyl. But need to know what adjustments to VE might help aside from the 60%-70%-80% in the low-RPM (400/800/1200 RPM columns).

Anyone out there can share some of their experience doing this right the first time?

I use LS1Edit, but even if the info is in HP Tuners values, I can convert...Thanks guys.

Engine configuration is:

- Compression 11.4
- Forged rotating assembly w/Diamond -10cc pistons
- FAST 90mm intake/90mm TB
- SLP 85mm MAF
- Stage II LS6-style CNC ported heads 59cc chambers
- 42# injectors.
- 25% UD pulley
- TSP MS3 cam (237/242, .603"/.609" 112LSA)

2xLS1

Cut out the added resistor in the SLP MAF and copy the MAF table from a truck calibration and that should be all you need to do to get it up and running. The O2 sensors are going to take care of the A/F in closed loop.

VinceTrifecta

You're most of the way there - you could also add about 10% airflow across the board to your MAF calibration tables if you didn't want to cut the resistor out of the MAF. My experience is these MAFs report about 10% less air flow then stock MAFs (which is how they add more power).

BigBirdTA

Thanks for the info.

I think I'll leave the stock 2002 MAF table and fire-up with the stock MAF. Less variables, just would need to alter VE, displacement and flog it for 100 miles give or take. Then with break-in out of the way, I can focus on swapping out the MAF and tune for part throttle.