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About SinisterZ71

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  1. It only takes a few minutes to remove the catch can and return it to stock.
  2. I've read quite a few articles on the pros and cons of oil catch cans. Some say you need them on DI (direct injected) engines (to help keep the intake valves from getting carbon buildup), others say you don't. So I did a little experiment on my 2018 Silverado L83 to see what would happen. I mounted 2 separate catch cans - one connected directly to both crankcase breather lines that come off of the valve covers with an open element breather filter on the catch can itself (plugged ports on air box the factory crankcase breather lines attached to). The other catch can is in-line of the PCV vacuum line. I drove the truck for 500 miles, mixed city/highway. The results were: Crankcase breather catch can was bone dry - not even a haze of oil film on the inside of the can. PCV catch can was a different story: There's probably 2 tablespoons of oil in there after 500 miles. I'm running Mobil1 0w20 full synthetic, engine has about 25,000 miles on it. Based on these test results, I think I can remove the crankcase breather catch can but I'm definitely keeping the PCV catch can.
  3. I recorded a log yesterday. Flex fuel sensor was reporting 72.5% ethanol in fuel content, ambient (outside) air temp was 91 deg F. WOT narrow band o2 voltage was 868mv on B1S1 and 880mv on B2S1 (plenty rich). STFT on both banks was 0% at WOT and LTFT on B1 was -7.8% while LTFT on B2 was -9.4%. So it wasn't running lean at WOT in my case. If anything, the tune could stand to have a little fuel pulled out to correct for the negative fuel trim numbers.
  4. Bought my 2018 Z71 with ~17k miles on it and noticed a clunking noise coming from the rear end when hitting bumps and turning corners. Turns out ALL of my leaf spring to rear axle U-bolt nuts were LOOSE. Torqued to factory specs and the clunk is gone.
  5. I might have some time to do some datalogging on my truck later today, if I do, I'll get back to you with my findings. Please let us know what you come up with on your suspected fuel line kink issue.
  6. No, I haven't logged my fuel trims. But this fuel line is the factory part for flex fuel trucks - if it is causing a bottleneck to fuel flow at WOT, wouldn't it do so on all factory flex fuel trucks equipped with this same fuel line???
  7. You will need to add the flex fuel sensor, plug it into the ECM harness, AND tune the ECM to enable flex fuel mode.
  8. Mobil 1 p/n 124715 is the latest formulation and it supersedes p/n 112980 which is the old black label bottle.
  9. Summit Racing Equipment is running a special right now: buy a case (6qts) of Mobil 1 124715 - Mobil 1 Synthetic LV ATF HP and get 6 qts FREE! Summit P/N: MOB-124715 Mobil 1 Synthetic LV ATF HP 124715 is the new "blue stripe label" automatic transmission fluid designed to cure the shudder issues in GM 6, 8, and 10 speed automatic transmissions. It meets GM Dexron HP specs and exceeds requirements for previous transmission fluids like Dexron VI and III. Note: you may need to add the 6qts to your cart before the "get 6 free" offer appears.
  10. There is a table in the ECM tune that basically sets up the throttle map. It's called the Driver Demand Power vs. MPH. vs. Pedal Position table. Basically what this table controls is the amount of actual throttle blade opening allowed per accelerator pedal position based on vehicle speed. And the stock settings are very progressive (only allowing a smaller percentage of throttle blade opening at low acceleration pedal positions than what it does at higher accel pedal positions). Think of this is GM's way of making sure customer's don't accelerate too quickly from a dead stop with low accelerator pedal applications. Of course, this makes the engine feel like the throttle response is soggy. Note that even with the stock settings, you're still being allowed full throttle blade opening when you apply full pedal, so you aren't actually losing any power output (unless traction control is kicking in, of course). I revised this table in my truck to wake throttle response back up but it had a side-effect; the transmission seemed like it shifted too early at low accelerator pedal applications. So I had to make some changes to my part throttle shift points to compensate as well. But after doing that, I would say it was a drastic improvement in throttle response feel. Gone was the usual lazy characteristics the truck had when trying to drive it easy. There is also a tip-in torque limiting function which is controlled by a separate table which can be turned off as well. I think this only kicks in if you are really driving aggressively and stabbing the throttle a lot. I turned it off in mine and didn't notice much of a change, but I don't beat the living daylights out of my truck either.
  11. The 2015 L83 pickup tune I have appears to have identical timing advance values to the 2016 L83 Tahoe tune. I should note that while the 2015 and 2016 L83 tunes I have show the engine being given more timing advance at light loads, these also have LESS timing advance at heavier loads than the 2014 tune I have. So running a 2015 or 2016 spark map with your engine may result in a loss of performance. The difference in the heavier load portion of the main spark table is about 2.5 deg (meaning your 2014 engine is being given about 2.5 deg more timing advance than the newer engines were). Interesting...
  12. 2016 tunes have a different OS (operating system) than 2014 uses, so I'm not able to directly compare the two tunes within the custom tuning software I use. But just looking at the main spark tables between a 2014 L83 pickup and a 2016 L83 Tahoe (I don't have a stock 2016 pickup file on hand to look at), I can tell you there are significant differences between these two tunes - and that's just in the main spark table. Now keep in mind that your 2014 engine may not like the 2016 timing maps because of differences in exhaust or induction systems between the two years and such. So I wouldn't just plug the timing table values from a 2016 tune into your 2014 tune and run them without at least keeping an eye on scan data to make sure you weren't getting any KR (ie: giving the engine too much timing advance where it can't use it).
  13. Jimmy, your 2014 truck uses a 12692067 part number E92 ECM (or a different/older part number that has been superseded by 12692067). The AC Delco online parts catalog says the 12692067 E92 ECM was used in 2014-2016 GM trucks (as well as some other vehicles in that similar year range). 2017 trucks got a newer E92A ECM, p/n: 12692068; and 2018 trucks got an even newer E92B ECM, p/n: 12692069. I do not think your 2014 E92 ECM will accept programming written for an E92B ECM; but even if it did - there is a question of whether the other computer modules in your truck (especially the TCM in the trans) will work correctly with 2018 programming in the ECM. While the TCM in your trans may accept 2018 programming, I doubt every other module in your truck will accept the same; and my concern is there may be compatibility issues with your IPC, BCM, and other modules in your 2014 truck. I am curious as to why you say most aftermarket tunes don't work well in -40 weather. What issues are you experiencing in -40 weather with the aftermarket tunes you've tried?
  14. I believe that. I really notice the amount of power my ECM pulls during shifts in my '18, and the amount of time that power is pulled seems overly excessive. That being said, I don't know if I would completely get rid of TM during part throttle shifts. If I was concerned about the best WOT performance I could get out my truck, I would only reduce or eliminate TM at WOT. But I think leaving it stock or lightly reduced at part throttle would probably promote transmission longevity.
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