Quote:
Originally Posted by Hog
I used to have a picture of 4 GM Powertrain engineers in a Chevelle out driving around finishing up the calibration for the Ramjet ZL1 454. That was the Ramjet EFI engine that was rated at 510hp@6300rpm/493 lb/ft torque, with its solid roller camshaft. That was the crate engine where the old Winters foundry tooling was used, along with some changes, were used to cast the modern aluminum BBC blocks. They only built 200 of the ZL1 Ramjets.
There were more than a couple laptops on board.
I also remember some of the ZR-1s that were wired up for testing in North America. There is a video of it around somewhere, there were many analogue gauges.
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I don't think that the OEM LT5 ECMs are lacking for any sort of conditions that it will see. The ECM makes adjustments for air temps, air pressures. Its not like if you are running a stock ECM setup that there are conditions that it cant deal with.
Of course there are advantages to other certain ECMs, but the stock ECM is fine for most users, and once you have the ability to make changes to the stock calibrations, there's really not much you cant get accomplished. The stock ECM isn't limiting top end power or anything, the rev limit can be raised(if you need to) the Injector Flow Rate is adjustable, so you can fuel whatever power level you need.
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Operating environment is important when calibrating.
This is esp. true in the OEM supercharged cars with the GEN 4 LS9/LSA, GEN 5 LT4 and the upcoming LT5. These powertrains are influenced heavily by ambient temperatures and airflow with the amount of heat rejection equipment that is installed on them. IIRC the 2019 LT5 has 4 more "rads" in its heat rejection system.
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What he said.
Is there better ECM/ECU technology today yes of course there is.
For our N/A LT5 our ECM is adequate to handle more power then the block can handle.
Pete