Rough Idle, smells rich, P0171 and P0174 codes on 5.3L

[Camar068]

There are different MAF's... chances are you had the wrong ones for the programming in the PCM. If you don't have the intake piping that the PCM was tuned for it will also be off... just not full rich/lean off. Part of a standard tuning procedure is to tune the MAF once you get the VE map properly adjusted with the MAF failed.

Good to know. Mine is full stock, never been tuned road or dyno. Want to do it, but dang at $500-600 I've got other stuff to do to the truck. I know, i'm missing out on a bunch.

 

[Bextreme04]

Good to know. Mine is full stock, never been tuned road or dyno. Want to do it, but dang at $500-600 I've got other stuff to do to the truck. I know, i'm missing out on a bunch.

$400 for the full HP tuners package with 2 credits... I get it though.

For $80 you can get the OBDXpro VX or spring for a bit more at $140 for the GT to also have ALDL and Tech2Win support. Tunerpro or Universal Patcher then lets you do all the tuning you need to do for free. The HP Tuners scanner and tuning interface is easier to use and lots of videos out there walking you through the process, but the tunerpro does almost all the same things for free.

 

[Vbb199]

Haha but youre not informing him how much harder tunerpro is to learn vs the simplicity of HPT, and the interface required for tunerpro to the pcm.

Nothing is free.

I use tunerpro on occasion for .xdf creation for custom parameters on PCMs im writing to.. its a mess if youre just getting into it. Hptuners is the best bet, best price point.... lots of online tutorials for it... gen 3 LS is easy peezy

Let us /me / whoever know if you ever dive in and need help there

Hes right though, MAFs have different part numbers that correspond with certain tube diameter, tube length, and bends and also have relationship to the MAF airflow curve which is metered by commonly grams of air per second measurements....

Changing MAF p/ns or just generalizing mafs from one to the other may yield bad results.

Ive seen first hand, just a change in airflow angle, or filter size, or what have you, and EVEN the IAT location all play a big factor in airmass calculation for the motor which is very much relevant to spark degree/retard on gen 3 .

Each sensor p/n has a corresponding sensor curve over 0-5 volts or 0 -1millivolts that belongs in its corresponding PCM map and OS for that particular vehicle.


That all ultimately affects LT/ST % at the end.

Ive seen it many times in my tuning journey.. you got these guys (not saying its you) with a mismatched pedal, throttle body, generic sensors , mis matched and retuned PCMs, etc and so forth and have all these Fuel trim issues... the stuff matters in the calibration

Down to the oil viscosity and the knock sensor specifications for the particular vehicle and application from GM

Ive combed thru a couple PCMs with customers taking everything from their junkyard PCM and making all the scales and calibrations and tables match their particular application or close to it... its A LOT lol


The computers just have enough intelligence and flexibility in their management , you can do everything wrong and it still runs halfway right.

 

[Bextreme04]

Haha but youre not informing him how much harder tunerpro is to learn vs the simplicity of HPT, and the interface required for tunerpro to the pcm.

Nothing is free.

I use tunerpro on occasion for .xdf creation for custom parameters on PCMs im writing to.. its a mess if youre just getting into it. Hptuners is the best bet, best price point.... lots of online tutorials for it... gen 3 LS is easy peezy

Let us /me / whoever know if you ever dive in and need help there

Hes right though, MAFs have different part numbers that correspond with certain tube diameter, tube length, and bends and also have relationship to the MAF airflow curve which is metered by commonly grams of air per second measurements....

Changing MAF p/ns or just generalizing mafs from one to the other may yield bad results.

Ive seen first hand, just a change in airflow angle, or filter size, or what have you, and EVEN the IAT location all play a big factor in airmass calculation for the motor which is very much relevant to spark degree/retard on gen 3 .

Each sensor p/n has a corresponding sensor curve over 0-5 volts or 0 -1millivolts that belongs in its corresponding PCM map and OS for that particular vehicle.


That all ultimately affects LT/ST % at the end.

Ive seen it many times in my tuning journey.. you got these guys (not saying its you) with a mismatched pedal, throttle body, generic sensors , mis matched and retuned PCMs, etc and so forth and have all these Fuel trim issues... the stuff matters in the calibration

Down to the oil viscosity and the knock sensor specifications for the particular vehicle and application from GM

Ive combed thru a couple PCMs with customers taking everything from their junkyard PCM and making all the scales and calibrations and tables match their particular application or close to it... its A LOT lol


The computers just have enough intelligence and flexibility in their management , you can do everything wrong and it still runs halfway right.

Well... I did tell him the price for the interface.

I agree with everything you said though. HP tuners you are paying for the UI and ease of use. Also the RTT with the Gen III PCM's makes it very nice and easy to tune the cruise for peak performance and/or fuel efficiency.