Jump to content


  • Content Count

  • Joined

  • Last visited

Community Reputation

3 Neutral

About SinisterZ71

  • Rank

Profile Information

  • Name
  • Location
  • Drives

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Mobil 1 p/n 124715 is the latest formulation and it supersedes p/n 112980 which is the old black label bottle.
  2. 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.
  3. 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.
  4. 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...
  5. 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).
  6. 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?
  7. 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.
  8. The new tune did say it had an update for the OS for diagnostic enhancements for P2101 or something. But when I compare both stock tunes in HPT, all settings are identical. Furthermore, desired warm idle speed is still 500 rpm in the idle table in the new tune. I can't find any idle table in the tune that would explain why it's adding 244 rpm. And no, there's no high idle switch.
  9. Yea, looking at the scan tool the desired idle speed with the stock ECM installed is 500 rpm. With the brand new ECM installed it is 744 rpm. I'm just trying to determine why it is 244 rpm higher (desired and actual) with the new ECM vs. the stock one that came in the truck. I suspect the ECM I purchased might have an internal fault of some kind (even though no codes are setting).
  10. (2018 Silverado K1500 L83 6L80) The reason I'm asking is because I bought a brand new ECM for my truck (so I have a spare) and programmed it using TIS2WEB. The problem I'm having with the new ECM is the engine idles high when warm (744rpm commanded) vs. 500 rpm commanded with the stock ECM. Also, the fuel pump doesn't prime when I open the driver's door with the new ECM installed (it does with the old ECM installed). I'm just curious if this "new" ECM I got thinks the engine is also brand new and is making it run differently because it doesn't think it has any miles on it.
  11. I've got a 2018 Silverado K1500 extended cab short bed that did NOT come with the flex fuel option. I ordered a Continental brand flex fuel sensor p/n: 13577429 and Flex Fuel Sensor Rear line p/n: 23171534: I placed the 90 deg bend in this nylon fuel line in boiling water so I could straighten it. After I got it straightened, I ran it under cold water so it would hold its new shape. I then installed it on the end of my OEM fuel line, installed the flex fuel sensor onto it, and then plugged the nylon line coming from the fuel tank into the sensor. As you can see below, everything tucks nicely behind the metal shield and well away from the driveshaft.
  12. I sent a message to the forum admin a few days ago and got no response. What's the normal wait time? This is regarding a question concerning paid membership (to this forum).
  13. There is a GM TSB out (#09-06-04-026P) that explains how dealers can check calibration history in certain "newer" ECMs and TCMs using a Tech2; MDI or MDI2 and GDS2. The Calibration Verification Number [CVN] (checksum) for each programming module is stored in protected NVRAM inside the computer and can be compared to what's on file with GM. If the calibration history shows a modified CVN, GM can void your warranty. So it won't do any good to reflash your module back to stock before taking your vehicle in for warranty service, because the dealer can see if it had a modified tune on it previously.
  • Create New...

Important Information

By using this site, you agree to our Terms of Use.