What Will a Tune Do to a Stock 5.3

x-19-2011 #1

Tuner in Training

---

Silverado 5.iii tune question

I have a 2005 Silverado L33 v.3 all stock, I have done all the basics, such every bit torque management, adjust shift points, correct speedo, and i found a spark tabular array on here that i copied over to mine. Everyone have any other suggestions as to what i could practise to get some more power out of information technology? I do non have admission to a wideband or dyno or anything similar that.

---

10-19-2011 #two

without a wide band don't mess with the fuel, only the spark map for your engine can exist tuned a few cells at a fourth dimension to become max timing for the fuel u employ. i am no master but i log timing, knock retard(stock) and SLOWLY rising timing thru the power range of the engine till i get a little knock then back a couple of degrees polish the map rinse and echo proper timing for your engine is principal to making peak power. then beg borrow or steal a wide band and lean downwardly a piffling understanding your disired afr and fuel your using. then purchase turbos ;>

2005 yukon Denali turbo,@15#southward 4L80E,1978 z28 lq4,1974 corvette ls6. at that place is no measurment of power without load.

---

xi-08-2011 #6

pe quicker , and burst knock is a real mutha.

04 6.0 silvy mainland china turbo
87 gn
03 stroker evo ww
00 ss camaro

---

01-09-2012 #8

I normally don't post modified files on here, but the changes I made in this reflects the usual stock tune changes. The timing tables are practiced for 93 octane. Anything less you may get detonation at high loads cruising at a throttle transition. More cruise timing picks up a lot of mileage in these trucks, and normally offsets the cost of 93. Anyways, just a few other changes in hither that brand a large difference over the previous file.

'20 AT4
'01 Suburban 2500 Dad Wagon

---

01-09-2012 #9

pretty aggresive timing jake. does that table work pretty well with a 6.0? also does the shift fourth dimension make a large difference with your trans? i am looking to make part throttle downshift a little less lazy

04 6.0 silvy cathay turbo
87 gn
03 stroker evo ww
00 ss camaro

---

01-10-2012 #10

It's really non likewise aggressive, the GenIII truck motors take a lot of timing in stock and modified form. Typical 4.viii's about 30*, v.iii/6.0(LQ4) 27-30*, LQ9's 26-29* depending on load etc.

These motors nearly have no torque, and so the midrange timing between 2k-4k helps a lot to get them moving. Information technology'due south hard to tell on a really heavy vehicle like a crew cab 1500HD, but in others information technology makes an credible divergence.

The shift timing is a commanded timing, and the 60E really tin't shift any faster than .100 in stock form. Between the modifiers and real world latencies the .100 works well even in a stock truck. Makes them more "well-baked" along with the line pressure. Most stock trucks don't have corvette servos so the low load trans pressure added in the melody helps a lot with not slipping the ane-ii when just playing around or when towing. With a corvette servo, it will house the shift quite a scrap just it'due south a rubber comfortable level. Some stock transmissions from the factory will randomly react actually well to the trans pressure changes. Some are just lax or have been browbeaten on then long it won't alter unless you utilise a servo.

The biggest modify for xc% of trucks is the burst knock tables. Makes a huge difference when racing, the ability will carry through the shift rather than pull negative timing at the shift no matter what torque management yous accept. It took me a while to figure out which table was doing it, back 3-4 years ago lol.

'20 AT4
'01 Suburban 2500 Dad Wagon

---

01-10-2012 #12

Originally Posted by smokestack

Hmm. I was told to zero out burst knock. Need to check out your melody

Well yous don't desire to zippo out the maximum knock retard values in flare-up knock. You just want to raise the threshold at which the PCM is enabled to pull timing for flare-up knock. Otherwise, you run into an issue where you could experience true knock and timing wouldn't be removed.

The minimum spark advance table is the biggest one to change really. Stock it's set to a negative number throughout. From most 2k and in a higher place you tin can have a positive value so the PCM won't pull to a negative allowable timing during a shift which in turn carries torque through a shift and keeps momentum. Usually on a really tweaked street auto/truck with lots of mods I'll set up it to well-nigh half dozen-eight* less than total timing depending on what it is. And so if I have thirty* in a motor deal, take about xx-24* in min spark advance towards the high finish minus the shift extension (RPM at which the motor drops to after a shift).

If you have a positive value in the low part of the table, the PCM can't properly control subsequently start flare. You'll crank and the motor will flare bad until the IAC/Idle parameters trim out to a proper idle. Hence the reason for it being zero'd until near 2k RPM

'twenty AT4
'01 Suburban 2500 Dad Railroad vehicle

---

01-10-2012 #14

Originally Posted by smokestack

Thank you for all the good info. I have the flare up when i start the truck. So now i have alot ameliorate idea where to expect

Well, flare is controlled past the startup flare cont. table just the minimum spark advance is more or less a global controller for spark. It likewise applies to idle timing too, which in some cases helps with strokers etc. There's diverse methods and approaches for controlling it but I've developed a few that take worked well for me over the years.

'twenty AT4
'01 Suburban 2500 Dad Wagon

---

01-12-2012 #15

thanks for the info jake. i put your part throttle shift table in my tow haul and reset my shift time and it made a big difference.

04 6.0 silvy red china turbo
87 gn
03 stroker evo ww
00 ss camaro

---

marksandrephy2000.blogspot.com

Source: https://forum.hptuners.com/showthread.php?36502-Silverado-5-3-tune-question

Share this post