Hahn (BSR) Auto Tune installed.
Thread Starter
Senior Member
Joined: 08-18-2007
Posts: 602
From: Warrington PA
it plugs into the ADL under the dash on the driver's side. as far as the boost question, it is part of the tune, but I am not qualified to answer that for you, although I would imagine that it is just contained in the overall software package like all of the other parameters that are part of the tune, if that makes any sense!!!
Senior Member
Joined: 06-27-2008
Posts: 276
From: Arlington, Texas
The GDI LNF PCM uses a torque based model to control the drive train. A combination of torque management, engine torque load, and air load are used to contorl output. The PCM uses engine torque load and air load percentages to derive load values. These values are converted to desired loads used to control throttle angle and the PID based boost controller. The code in the PCM limits boost control to 255 kPa absolute.
In stock form, the PCM uses a variable boost strategy based on an altitude lookup table to determine maximum boost (air load). The PCM has a built-in BARO sensor that is used as the lookup value in the table. This value is constantly updated, unlike traditional systems that uses the initial MAP sensor key-on value for this parameter. Boost is factory preset at 18 - 21 lbs.
The tables that map boost levels are defined as desired air load which is converted into desired boost. Engine torque is regulated by tables that reduce torque based on a percentage of desired vs. defined. For automatic cars, there are additional torque management strategies in the TCM that can further reduce engine torque based on defined power levels.
Clear as mud?
In stock form, the PCM uses a variable boost strategy based on an altitude lookup table to determine maximum boost (air load). The PCM has a built-in BARO sensor that is used as the lookup value in the table. This value is constantly updated, unlike traditional systems that uses the initial MAP sensor key-on value for this parameter. Boost is factory preset at 18 - 21 lbs.
The tables that map boost levels are defined as desired air load which is converted into desired boost. Engine torque is regulated by tables that reduce torque based on a percentage of desired vs. defined. For automatic cars, there are additional torque management strategies in the TCM that can further reduce engine torque based on defined power levels.
Clear as mud?
Last edited by 405HP_Z06; Sep 12, 2008 at 05:38 PM.
Thread Starter
Senior Member
Joined: 08-18-2007
Posts: 602
From: Warrington PA
did 29.4 mpg on this tank
have to see what the tune brings when it get installed....
the above info was posted in the gas mileage thread before the tune was installed. after the tune, I posted, but can't remember where
I have seen an increase, if I drive "normally", I can get anywhere from around 29 as before the tune, or up to 32.8 going back & forth to work, just about 100 miles per day. we went to Gettysburg, PA a few weeks ago, and on one stretch of the turnpike (I 76) which happen to be very flat, I was up to 34.6 mpg with the cruise on @ 70 mph. Now of course to continue that mileage, the road would have to stay that flat for the remainder of your trip, and we know that's not going to happen in some parts of PA. also, it's hard to keep your foot out of it all of the time
just to get better gas mileage. after all, you have a tune installed, you want to feel the power sometimes but, if you are looking for a gas mileage increase answer, yes, you will realize that, providing that you use your gas mileage driving habits, yes this tune increases mpg's
The GDI LNF PCM uses a torque based model to control the drive train. A combination of torque management, engine torque load, and air load are used to contorl output. The PCM uses engine torque load and air load percentages to derive load values. These values are converted to desired loads used to control throttle angle and the PID based boost controller. The code in the PCM limits boost control to 255 kPa absolute.
In stock form, the PCM uses a variable boost strategy based on an altitude lookup table to determine maximum boost (air load). The PCM has a built-in BARO sensor that is used as the lookup value in the table. This value is constantly updated, unlike traditional systems that uses the initial MAP sensor key-on value for this parameter. Boost is factory preset at 18 - 21 lbs.
The tables that map boost levels are defined as desired air load which is converted into desired boost. Engine torque is regulated by tables that reduce torque based on a percentage of desired vs. defined. For automatic cars, there are additional torque management strategies in the TCM that can further reduce engine torque based on defined power levels.
Clear as mud?
In stock form, the PCM uses a variable boost strategy based on an altitude lookup table to determine maximum boost (air load). The PCM has a built-in BARO sensor that is used as the lookup value in the table. This value is constantly updated, unlike traditional systems that uses the initial MAP sensor key-on value for this parameter. Boost is factory preset at 18 - 21 lbs.
The tables that map boost levels are defined as desired air load which is converted into desired boost. Engine torque is regulated by tables that reduce torque based on a percentage of desired vs. defined. For automatic cars, there are additional torque management strategies in the TCM that can further reduce engine torque based on defined power levels.
Clear as mud?
Thread Starter
Senior Member
Joined: 08-18-2007
Posts: 602
From: Warrington PA
9/15/08 update w/0-60 times!!!
hello everyone, this is what we all have been waiting for including myself!!!
the first WOT from a a standing stop and the 0-60 times using the DASHHAWK.
Let's set the stage......https://www.chevyhhr.net/forums/hhr-ss-45/dashhawk-0-60-times-15402/
the above link was from when I did my first 0-60 times without the tune....
Run #1... 6.94
Run #2... 6.75
tonights runs were done on asphalt, @ operating temps (196) without the AC on. full tank of gas, and about 31-32 lbs pressure in the tires....
two runs were done back-to-back and the third run was about 5 minutes later.
here are the results & explanations:
all w/LAUNCH CONTROL
Run #1... 5.87 trans in "L"
Run #2... 5.63 trans in "I"
Run #3... 6.18 trans in "I"
these are very basic tests, there is a technique needed to be learned with the launching of the auto trans, which should be done at the track...
Run #1 was off idle, wheel spin, etc.
Run #2 was off idle, but in "I" selection, which resulted in a better timer, but did not generate as much wheel spin, hence the better time.
Run #3 was with the trans loaded only about 200 rpm's higher than idle, (around 1000 rpm's) produced massive wheel spin, which caused the ESC to come on and light up "ACTIVE" in the DIC. of course if I had better traction and less wheelspin, #3 would have been my best run!!!
The conclusions....again a technique is needed to be developed by the driver in order to produce the best times. Did not look at the boost gauge, but it was right there, more on that later.....The shift from 1st to 2nd gear at WOT was not what I thought it would be, I thought the trans would really bang
2nd gear, but it did not. So my assumption is that it does not put the strain on the trans as much as we thought it would, just my assumption. The LNF gets up & goes, again learning to "Drive" with the new found power is the key
I wanted to get 1 more 0-60 time in before I got home, but could not do, so I did some 70-100 downshift tests, and here are the results....
Trans in "D" cruising @ 70 mph, and hitting passing gear @WOT, causing the trans to downshift, which brought boost up to 23 lbs, then when the trans shifted, boost fell to 21 lbs and stayed there, by then I was doing just over 100 mph, if I kept my foot there the boost would be pegged at 21 lbs, it did not drop until I lifted my foot off of the accelerator. So my point here is, that when I did the 0-60 tests, although I did not watch the boost, it felt like it stayed there, no massive drop, like without the tune in stock form.
Well there you have it, today's report, I made files in the Dashhawk, if I can get them on the computer, I will post them, I may need help on that one , we shall see........
Another side, note is that the tune has greatly reduced the 0-60 times by over 1 full second, and with more practice, I know I could get in the low 5's.
Not bad at all, wouldn't you all agree to that??????????????
the first WOT from a a standing stop and the 0-60 times using the DASHHAWK.
Let's set the stage......https://www.chevyhhr.net/forums/hhr-ss-45/dashhawk-0-60-times-15402/
the above link was from when I did my first 0-60 times without the tune....
Run #1... 6.94
Run #2... 6.75
tonights runs were done on asphalt, @ operating temps (196) without the AC on. full tank of gas, and about 31-32 lbs pressure in the tires....
two runs were done back-to-back and the third run was about 5 minutes later.
here are the results & explanations:
all w/LAUNCH CONTROL
Run #1... 5.87 trans in "L"
Run #2... 5.63 trans in "I"
Run #3... 6.18 trans in "I"
these are very basic tests, there is a technique needed to be learned with the launching of the auto trans, which should be done at the track...
Run #1 was off idle, wheel spin, etc.
Run #2 was off idle, but in "I" selection, which resulted in a better timer, but did not generate as much wheel spin, hence the better time.
Run #3 was with the trans loaded only about 200 rpm's higher than idle, (around 1000 rpm's) produced massive wheel spin, which caused the ESC to come on and light up "ACTIVE" in the DIC. of course if I had better traction and less wheelspin, #3 would have been my best run!!!
The conclusions....again a technique is needed to be developed by the driver in order to produce the best times. Did not look at the boost gauge, but it was right there, more on that later.....The shift from 1st to 2nd gear at WOT was not what I thought it would be, I thought the trans would really bang
2nd gear, but it did not. So my assumption is that it does not put the strain on the trans as much as we thought it would, just my assumption. The LNF gets up & goes, again learning to "Drive" with the new found power is the key
I wanted to get 1 more 0-60 time in before I got home, but could not do, so I did some 70-100 downshift tests, and here are the results....
Trans in "D" cruising @ 70 mph, and hitting passing gear @WOT, causing the trans to downshift, which brought boost up to 23 lbs, then when the trans shifted, boost fell to 21 lbs and stayed there, by then I was doing just over 100 mph, if I kept my foot there the boost would be pegged at 21 lbs, it did not drop until I lifted my foot off of the accelerator. So my point here is, that when I did the 0-60 tests, although I did not watch the boost, it felt like it stayed there, no massive drop, like without the tune in stock form.
Well there you have it, today's report, I made files in the Dashhawk, if I can get them on the computer, I will post them, I may need help on that one , we shall see........
Another side, note is that the tune has greatly reduced the 0-60 times by over 1 full second, and with more practice, I know I could get in the low 5's.
Not bad at all, wouldn't you all agree to that??????????????
Senior Member
Joined: 06-25-2008
Posts: 305
From: Austin, TX
Thanks for the continued updates...this is something I'm considering as a post-Christmas present to myself if I manage to pull in enough money in the mean time and I think it will be a safe enough investment on the car.
A couple probably dumb questions - when you say you had the trans loaded at 1k RPM, what does that mean?
How does the I setting help eliminate wheelspin?
A couple probably dumb questions - when you say you had the trans loaded at 1k RPM, what does that mean?
How does the I setting help eliminate wheelspin?
Member
Joined: 07-06-2008
Posts: 90
From: Mission Viejo, CA
Senior Member
Joined: 05-13-2008
Posts: 2,075
From: Knoxville, TN
After following your thread, am I correct to guess that utilizing the L1 and I settings for the 4-speed auto is actually getting better results than D while using the tune? Also, the Traction Control in the off position, or Comp mode delivers the best results?
