[radz28]

In reference to the second video:

IMO - I want to see a pre-mod' dyno. Showing a post-mod' dyno is less meaningful without a baseline. I understand 60-130s are better evidence, but according to the OP, his tuner is calibrating differently than (it seems) most everyone else on this platform. I haven't found the individual/bank-trim he talked about in an earlier video yet...

I guess CPR and DSX, according to him, don't know what they're doing either...

I do look forward to learning though.

[Idaho2018GTPremium]

How’s this for comparison? Stock tune, A10 ‘21 ZL1. Only mods are K&N carbon fiber intake and Tony Mamo ported oem throttle body. I also put octane booster to 95 octane to prevent pulling timing above 110 mph. I noticed on previous runs with 91 or 92 octane the top end really suffers. Full weight, too. And spinning on the hit also—notice 0.80 sec 60-70. Without spin that is usually 0.70 to 0.72.

[Megahurtz]

Originally Posted by radz28

In reference to the second video:

IMO - I want to see a pre-mod' dyno. Showing a post-mod' dyno is less meaningful without a baseline. I understand 60-130s are better evidence, but according to the OP, his tuner is calibrating differently than (it seems) most everyone else on this platform. I haven't found the individual/bank-trim he talked about in an earlier video yet...

I guess CPR and DSX, according to him, don't know what they're doing either...

I do look forward to learning though.

Me too. I want to know where we can tune individual injectors in HPT. The best that everyone else knows how to do is make sure the injectors are flow tested and balanced, then installed EGT's on each primary. But even then, I've never seen any ability to tune individual injectors on the Gen V platform. Maybe someone has found the individual tables via User Defined Parameters. Maybe OP is running an aftermarket ECU.

[radz28]

Originally Posted by Megahurtz

Me too. I want to know where we can tune individual injectors in HPT. The best that everyone else knows how to do is make sure the injectors are flow tested and balanced, then installed EGT's on each primary. But even then, I've never seen any ability to tune individual injectors on the Gen V platform. Maybe someone has found the individual tables via User Defined Parameters. Maybe OP is running an aftermarket ECU.

EFILive?

[Z OH 6]

All I can do is LOL after that last thread and this one just picks up where the last one left off. I think we can all put this wild claim to rest now.

[Megahurtz]

Originally Posted by radz28

EFILive?

I was thinking Holley

[radz28]

Originally Posted by Megahurtz

I was thinking Holley

THAT would make sense. And, IMO, would not be apples to apples, BUT, would be interesting. Still - I'd like to know what kind of temperatures are being measured. I'll accept GM can extrapolate MAT, but most anyone outside of smokeshow (or someone along those lines), I'm not sure I'd just take their word about this stuff without actual data monitoring. I can accept there is a temperature difference from bank to bank, but how much it matters is what I want to see. I know GM is not above saving money, but surely they have modeling (which isn't always perfect) that shows what impact this plumbing has. I'm sure they way they did this was for emissions, and maybe even for durability. They want to bring oil temperature up as soon as possible for wear and all that. I'm sure bringing it up quick also helps burn off moisture and vapors for emissions and keeping the oil healthier for longer or something.

I am a little dubious of bypassing the OEM plumbing to an extent, but I, also, have no data to back any of my thoughts up, so I can't prove anything.

I'm interested in learning though.

[Patriot Motorsports USA]

Originally Posted by radz28

THAT would make sense. And, IMO, would not be apples to apples, BUT, would be interesting. Still - I'd like to know what kind of temperatures are being measured. I'll accept GM can extrapolate MAT, but most anyone outside of smokeshow (or someone along those lines), I'm not sure I'd just take their word about this stuff without actual data monitoring. I can accept there is a temperature difference from bank to bank, but how much it matters is what I want to see. I know GM is not above saving money, but surely they have modeling (which isn't always perfect) that shows what impact this plumbing has. I'm sure they way they did this was for emissions, and maybe even for durability. They want to bring oil temperature up as soon as possible for wear and all that. I'm sure bringing it up quick also helps burn off moisture and vapors for emissions and keeping the oil healthier for longer or something.

I am a little dubious of bypassing the OEM plumbing to an extent, but I, also, have no data to back any of my thoughts up, so I can't prove anything.

I'm interested in learning though.

Great comment and I will try to keep this on target which is to explain the results based on data collection, using both the GM ECU and the iBanks analog and canbus data provided.

As for the 60-130 times, sure a ZL1 will have a substantially better time due to the softness of the suspension and the magnaride helping with lower drag coefficient as speed builds. The ZL1-1LE has many elements both visible and under the car that move air for cooling and drag for downforce which affect the 60-130 time, not limited to the traction available.

So back on topic...

The smart-coil technology is what is adjusting balance by varying the timing, dwell and spark to each cylinder. The TUNE gives you a command threshold target, to which your modifiers are "hoping" the combination will match... this is why you have a COMMAND and ACTUAL indicators in the datalogs. You also have Bank 1 & 2 which is how the ECU is trying to deal with the differences across the engine. What I have done is the PHYSICALLY tune this engine to get the temps as close to accurate or "target" as possible and then let the ECU "Fine Tuning" work the magic. We all know leaning makes power, but at a risk... I am narrowing that risk to make more power & torque. SO... instead of attacking my data based on driver, tires, timeslips or the rotation of the earth when the g-forces were applied... maybe look at the results as I do with 30-years+ of tuning jet turbine engines to find the power safely, using that technology to remove the waste in my LT4.

As I also said before, I have been using this approach to finding power where others never look and this is how in Road Racing, our cars have been dominant in many racing events including Five, One Lap Of America overall wins where reliability, drivability and insane power had to be on tap.

As for why GM designed the car this way... that is easy. To be a production car it has to perform in all markets, regardless of the climate. Its as simple as just looking at two completely different departments at GM to see how messed up this is. One Engineering Division develops the "FLOW-Tie" to increase airflow to the radiators... then another concerned with Pedestrian Safety adds a huge rubber pad and aluminum impact bar that blocks 40% of the inlet opening, hindering airflow to the radiators. Which departments do you think are winning over what we would build? Not ONE Camaro I have seen hit a wall at the track ever had a better result from the aluminum "IMPACT BAR" that folded like a tin can.

As for why I did not do a baseline...? Because when I took delivery of Shocker, I found out the seller had already installed an ATI balancer and Pulley without any tuning and the DSX ethanol kit without unlocking the ECU. I am on a tight timetable and no time to source a stock harmonic balancer or pulley. I did reach out to Matt at DSK and ask for some stock parts, but the timeline I have didn't allow for such. We can all stipulate a stock ZLE should put down 585whp.

[clj94104]

Interested to see your reservoirs. When you gonna post them for sale?

[Patriot Motorsports USA]

This past weekend was a BLURRRRR!!!

I have to thank Improved Racing for coming in CLUTCH with their Oil Cooler adapter at the last minute... and will say that I love the clear anodize over the black!

Here's the update with Project Shocker from this past week's fury to get it to Road Atlanta for the test with the buyer flying in from New Hampshire to see it for the first time and drive it! Parts availability has been crucial in getting most of the updates completed and then weather kicked in to make everything just so much more challenging... add to that, Valentine's Day on Friday threw another factor as I had to convince my Brother to cancel his plans with his WIFEY to do the tuning instead of her!

I wrapped up most of the baseline upgrades by late Wednesday afternoon to get the Shock Yellow/Green (depends on your eyesight & ambient lighting) loaded with my ZLE "Elvira" into the 44' Enclosed trailer. This alone is brutal with the windows being so small, there's no way I fit to even put the cars in PARK or climb in/out to move them! Around 4pm Thursday I left my shop in Florence, SC and drove the 4-5 hour run to my GF's house in Georgia, just a few miles from Road Atlanta. Her petite sister assisted climbing in both cars through the windows and helped with the unloading in the freezing rain... great trackday weather for sure for my customer who has at this point, NEVER EVEN SEEN HIS CAAH!!

Stage-1 Upgrades Included:

• Patriot Motorsports Oil Cooler Support Mount
• Improved Racing Oil Cooler Delete Kit & Adapter
• Porsche RSR Dual Bypass Oil Cooler with -12AN Aeroquip Hoses/Fittings
• Brisk Spark Plugs with Kevlar wrapped/heat shrinked ends on OEM plug wires
• Patriot Motorsports LT4 SC Expansion Tank with 5psi Cap
• LT4 Reverse Flow Supercharger Cooling
• Amsoil Engine, Transmission, & eLSD fluid change
• OEM DSSV struts set to TRACK setting with 8mm drop on right side
• Castrol SRF brake fluid flush with OEM Pads
• LT4 Supercharger Crankcase port blocked off and Lid Steel plate removed
• New GM OEM paper air filter in stock airbox
• HPTuners activation of the DSX Ethanol Sensor
• DSX ATI/230mm lower pulley 12% overdrive (already installed by dealer/never tuned)

Early Friday morning, I drove "Shocker" to the local RaceTrack to get half-a-tank of 93-octane fuel and fill my VP race-jug with E85 for the tuning blend. The owner of "Shocker" Dan Croteau, met me at the shop in Buford, Ga to witness his car being tuned and the details we went through to write a complete tune, not just write modifiers to band-aid bad factory maps. The results showed 697rwhp & 715lb/ft of torque through the full factory exhaust and breathing through the OEM Airbox/paper filter. As the weather seemed to clear up a bit on Friday, Dan drove his car for the first time back to our house in Hoschton, Ga... about 45 minutes away. We pretty much spent the rest of the day getting both cars prepared for the weekend trackday as weather was rolling in again and I had not even changed the oil in my ZLE in prep for this weekend's event. We also switched my Stock ZLE wheels with Michelin PS4s tires onto his car since the wheels it was purchased with are the ZL1 20" fitment and not the ZLE size/offset.

Saturday morning was wet, rainy and cold... Witch's Titty kinda cold!!

My car is on Goodyear SC3Rs which are NOT a good option on a cold track, let alone wet... so I rode with Dan to show him the line, features of the ZLE on track and record the PDR data for later classroom instruction. He was amazed as I was the degree of control he had in the wet with the ESC set to TRACK/WET for his first three sessions. Towards the end of Saturday, the rain turned to FOG and this really killed the trackday until Sunday!

Sunday was a blast!! I took my car out for some Lead/Follow track sessions and got Dan some time on the SIMCRAFT motion simulator to get more familiar with the Road Atlanta track.

You can watch the rest of the story below in my latest video! Yes, the pre-order for the oil cooler support mount and LT4 Expansion Tanks is ready to go!

[hrpiii]

oh my, what a day of fun. Picking off the vette was sweet! Thanks so much for the video of a fun day!!

[radz28]

Were the differences between your car and this car the LTs and HE?

[Patriot Motorsports USA]

Originally Posted by radz28

Were the differences between your car and this car the LTs and HE?

My ZLE is Black... which is the fastest color!

Currently the differences are:

• RotoFab (which I am not sold is better as it allows underhood hot air into the engine)
• My LT4 has the Lingenfelter 9.17" lower SC pulley versus the DSX 9.06"
• Katech Plug Wires VS OEM wires which indicated higher RPM breakdown while tuning
• 2.0" primary American Racing Headers to 3" midpipes with Magnaflow 3" resonated-X connected to the OEM NPP Muffler VS Complete OEM Exhaust on Shocker
• PatriotMotorsports SCHX has 8X the coolant volume VS the system on Shocker.
• Tuning on my ZLE is set to E40-ish with a much narrower window to limits VS E30 tuning on Shocker, set to a more conservative customer tune.
• My engine has 30K miles VS 1800 miles on a Factory replacement due to failed oil pump. Both engines were running Amsoil 15W50 Racing Oil.

Cooling has a HUGE affect on how the cars perform on a road course... as you can see in the video shared, I run the car not only for fun but at times will push harder depending upon the goals or what I am wanting to accomplish. I doubt anyone running a ZLE can share cooler MATs with sustained boost using the OEM un-ported LT4 Supercharger. I am excited to see the numbers from Shocker just with the reverse-flow on the SCHX system and our new Expansion tank. I can say that it did run the entire weekend without having any dramatic timing pulled to give a noticeable loss of power.

So stay tuned! Subscribe to the channel as I will have more videos and deeper data to share more about these incredible cars.

[Bangkok_ZL1]

nice