John, I had my Zo6 re-dyno'd after the EASE scan Wes did for me, and you interpreted......
The new #'s were 348rwhp, & 347rwtq.
These #'s were taken on the same dyno as my first runs.
And were within 1-3 HP & RWTQ of each other.....
This is a stock motor, I am running near perfect AFR.......in the 12.3-6 ranges or better throughout.....
Question, what should I expect if I have a Vortex put on, in both HP gains(if any), and also, changes in the AFR's, and LTFT's.....which were also very good..........

You mention the AFR but not where it was measured. If it was done via a O2 sensor sitting in 1 tailpipe it's reading would be really different then where the stock 02s are since the cats produce 02 and thus reading at the tailpipe would not be what is really what is seen before the cats.

Airfilter and how it is mounted to MAF would dictate air volume and it's temperature. a good filtering system over stock should increase MAF flow and be cooler in temps.

At WOT if you see around 27 lbs/min and IAT is close to outside temp then it is a good design and since airflow is being increased the AFR for part throttle will get leaner then stock setup and thus if the PCM calibrates to a long term fuel trim (LTFT) close to zero then a performance increase should ocurr.

If LTFT was already lean, then adding a good airfilter system will make it even leaner and then to make use of that better filter you need to install larger injectors, a MAF translator, both or as I do now, do your own PCM code changes to re-calibrate powertrain to properly make use of the cooler increased airflow.

I am not into the $500 airfilter mods, my tests show them no better ( and sometimes worse) then a $250 filter and a true cold air box.

Team, the 02 sensor was indeed in the exhaust.......
And as far as the LTFT's, if adding an airbox is going to lean them out further, it seems like a lose, lose situation......
As, the car is making as much or more rwhp, as any '01 stock i have seen.
What would be the advantage of installing the box, and then having to add a MAFT, and 30# injectors??.
They stock injectors are running right at 17Ms @ WOT.....over 90% duty cycle.
Can you see an appreciable power gain for the $$$$ to gain I would pick up??.

Thanks

A true cold air box will not lean the AFR it will richen it up a bit since the outside air is much cooler, thus IAT reports lower temps, plus the intake manifold is now getting that colder air.

With the cold air box, larger injectors and a proper PCM calibration my '99 C5 has gone from 435 HP at the flywheel to over 500 and torque has gone from 350 to around 400 ft/lbs, so clearly the changes are a positive to overall performance and in the end the numbers tell the story better then reason why or why not injectors are needed or not.

Team, I am going in circles here..........( what else is new??)......
Let me make sure I comprehend what exactly you are saying....
IF, I install a Vortex(in a box), my AFR's will richen......right so far?, then, I would need a MAFT & 30# SVO injectors, to re adjust the AFR's.......and would pick up a substantial gain from doing these 3 things ALL TOGETHER?.
Or, will just adding a Air Box (as above) give me SOME more HP, but not AS much, as if I replaced the 28# stock injectors that are running at 90% @WOT?........with the 30's??.
In effect, lessening PCM reading of duty cycles, and allowing my engine to get more advance timing??.
Does this make sense, or am I confused?/. :rolleyes:

Correct on if you block of engine bay air from being taken in by airfilter, then the cooler outside air will help richen the AFR up and also help IAT to report cooler airflow.
How much gain you get just with the cold air box will depend on how lean LTFT was and how much cooler the airflow andIAT are with box on.

As for doing the injectors, with the cold air box and either using a MAFT or new PCM calibration, in my case as I mentioned HO went from 435 to 500 HP at flywheel but I worked hard in tuning everything in so functions all worked well together.
Anytime you can reduce injector on time is less load on PCM clock time and amount of current being sucked up from injectors and coils being on.

Hi guys.

What all do I need to scan on the ease. Which categories do I need to test the low end?

What other things do I have to do to get WOT dialed in?

I have the haltech tric only, and the maft translator. Ill probably buy svo's if I need them.

For part throttle, important to scan/record
is both heads (B1 and B2)

LTFT, O2s (S1s), injector pulse width, trim cells, MAF in ft/lbs, RPMs, delivered torque,
knock, total misfires, timing, IAT and MPH.

You export recordings into Excel and average out each functions when fuel trim cells 0-19 were used.

For WOT, change the math conditions to only when trim cell 22 was used to see what the values are for WOT condition.

Your goal would be that both LTFT's are reporting close to zero during part throttle, and for WOT,
MAF is reporting about 27 lbs/min, with WOT timing about 28 degrees ( about 25 for a '02), O2s reporting about 900 mVolts and injector pulse width with averages less then 18 mSecs.

Delivered torque should be what the claims are for that M.Y or higher is the mods gave a performance increase.

I find in most cases the halltech is junk, so be sure your IAT equals outside weather temperature and is supplying the amount of airflow I stated above.

In almost everycase I have found the injectors do have to be increased, do not pay that halltech $700 for a set when they cost about $229.