Jeff,

Welcome to CruzeTalk. We have a couple of guys OK this forum with HPTuners. It hasn't been a big demand for us here as Trifecta and VTuner do a fine job of tuning these cars for almost half the cost of an HPTuners setup. That said, I'm looking forward to seeing what you do with this.

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Welcome to Cruzetalk! Looking forward to see what hptuners can pull from the 1.4T

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Yea I would be a little scared to use HPTuners because im not that keen on all that stuff but i still data-log once a every 6 months with Trifecta.

 

I got HPTuners because I need it for the custom OS for my soon-to-be turbo GTO. Plus I like having the ability to change settings on the fly to my own liking. The trick is to make small changes and pay very careful attention to the datalogs (engine knock, etc)

It may not be a big thing now, but I'm confident more and more people will use HPT, especially after the trail has been beaten. I dont mind pioneering.

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There are a couple good threads on the HPtuners forum to get you started.

 

I've studied them fairly thoroughly, but I believe the data should be here as well

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Just a heads up for you guys. If you have HPT Vtuner can do tunes for you. I have HPT for my cts-v and Brian did some tunes for me in HPT.

 

Great to know! I've been meaning to send him an email asking him about this as I've seen him post on the HPTuners forum.

 

If i am not mistaking i think some tunes for the cruze are offered among members on the HPTuners forum.

 

Pretty much everything on the HPTuners forum is still in the trial and error stage. I've tryed most of them and some do make good power, no one has done much with the trans side of things witch goes a long way with how the car drives. IMO.

 

Which ones have worked well? Id like to test a few out and compare/contrast the settings to see what works well

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I want to start by tweaking power enrichment and torque management for 93 octane only. After I get a good baseline down, I'm going to play with ramping up boost.

Would you not start on calibrating MAF curve / Virtual VE? to ensure what is being commanded IS indeed what is read on Wideband before adjusting PE?

 

Typically I would, but I heard that turning off the maf to dial in the VE using LTFT/STFT doesn't work very well for whatever reason. I will still give it a shot.

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Its game time!

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Ill join ya...
I have already purchased the 2 credits.. .waiting for the tank to empty to add 91 Octane (no ethanol).

Initial Steps planned
Adjust the Stoich from the 14.12988 to 14.680. (the former is for up to 10% ethanol crap).

This alone will lean out the PE by a bit from 11.3 to 11.74 AFR (that is, if VE/MAF are correct).
I will look at STFTs (and disable LTFT permanently (and reset) - this is normal procedure for all my other tunes) - doing this protects a calibrated VE / MAF. (otherwise the LTFT will slowly overwrite your dialed in calibration in PE areas.)

Do the normal process of lower Spark overall in High Octane >> copy to Low Octane

Then start adjusting the Torque Management.

What year is your Cruze hack?

 

Ive got a 2011 Cruze. A6.

Got a good baseline down. Pulled a lot of timing from the spark tables based on a tune from I found on the HPT boards. Adjusted power enrichment to come on earlier and faster, disabled tq management, reduced max enrich for turbo overtemp, adjusted my stoich values for e10, and upped the boost to 17psi (220kpa). This thing screams now. LTFT looks like its settling around -3.3%ish in most areas. Little to no knock (every other run I might catch 1 kr early in the midrange (~4200rpm).

Im going to do some more datalogging tomorrow, then I may set it up to 20psi (240kpa - my target) and start dialing in the timing a little better.

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I'd be very interested in seeing what you guys can do. I have access to hpt. Used it to tune my Gtp and a friends turbo mustang. I'm not very knowledge on the tuning side but one of my buddies is extremely good.


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Forgot to mention. I always run 93 octane, E10 here in upstate NY. Also, I have NGK BKR7E plugs gapped at .033" with the plug resistor bypass

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Also, I have NGK BKR7E plugs gapped at .033"

Just curious as to why the change to these plugs. I just swapped out the iridium's for these plugs too. Car runs smoother, no hesitation/bog with the A/C on and pulls a little harder.

 

Ive always been partial to copper plugs. I dont mind changing them often. Call me old school if you will.

At this point I cant seem to get my cruze to boost over 220kpa (17psi), even when my desired boost is at 240, it still wont go past 215-220. Also Im trying to get my PE to come on sooner, the car isnt commanding a rich enough afr right off the whack. Otherwise it runs great.

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You adjust the Driver Demand A table?
(Map A - Normal)

Pressure Delta Factor?

Max Boost Limit?

Post your hpt file?

 

I'll double check everything and post my file when I get home. Fixed my PE issue, have zero knock on 93 now. Once I get it to 240kpa, I'll start edging up timing until I see kr again.

Starting to make some leeway with the trans too.

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It wont let me upload my stuff here -___-

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Try putting it in a zip file first.

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what was the PE issue and what did you do to fix it?
PE to come on sooner? (as in delay or actual enable petal settings?)
Was this the Enrichment Ramp in?

 

Theres a size limit to zip files, its ridiculously low.

Figured it out anyhow, pressure ratio max under turbo overspeed was holding me back. Hitting 18-20psi now.

PE was way too lean in the midrange under WOT. It was commanding high 12s for AFR. Richened everything up to mid 11s.

Also figured out some trans properties. Turned on auto shift while in manual mode and dropped all manual mode shift times down to 0.1 sec. I may string it back out to 0.2 sec though, the shifts are a little too harsh for my liking.

At this point I'm going to spend most of my time tweaking the timing base tables and maybe PE a bit more. Need to put some more miles on it with my next iteration tune and see how the LTFT are doing with the 2013 E10 stoich tables.

God, I missed tuning!

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Theres a size limit to zip files, its ridiculously low.

Figured it out anyhow, pressure ratio max under turbo overspeed was holding me back. Hitting 18-20psi now.

PE was way too lean in the midrange under WOT. It was commanding high 12s for AFR. Richened everything up to mid 11s.

.

Did you end up just raising the Overspeed Limit Min to a high g/cyl (one can set this high to remove turbo overspeed limiting) or did you re map your Pressure Ratio Max table?

Looking at the setup here (which is a 2013 - M6) for the PE
pending on the Inlet charge temp (°C) one could have 13:1 in the mid rpm.... probably for eco.
I guess you just went across this able and changed to ~1.221 (if your stoic is 14.12).

 

Right now I have 0 kr, every once in a long while I may see 0.5kr blip in the midrange, but I dialed back the stock timing a ton. Now to slowly add to it until I start seeing kr pop up again

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Seems like some of you are trying to tune this like GM engines of the past. Dialing back timing until you don't see any KR. Are you aware that the STOCK tune records significant levels of KR even with 93 octane? This PCM is far faster and more advanced than what even I'm used to. I did a bit of tuning with HPTuners on the 3800 platform and knock was holy terror with that engine. Here though, GM pushed this car's timing tables because the PCM can respond to knock so quickly and effectively (or severely, depending on how you look at it).

My impression of this engine is that if you're not getting even small amounts of KR, you're not taking full advantage of your timing capabilities because of how well the PCM responds. Not to mention it's summer and the lower temperatures will have you re-tuning in a month or two.
Glad to see people tuning this car with HPTuners nonetheless. It took them a while to get support for this engine but I'm looking forward to what people do with it.

I'll look into the zip file size limit.

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