![]() Instead of reading what is going on exactly or damn close, it reads closer to normal than it should. Now say you have some 02s that arent working great as well. At this point a code is set for either being to rich or the MAF isnt working right. After a while a code would set for being too rich or in a borderline scenario the LTFTs climb to compensate until the computer reaches 25% LTFT and finally says enoughs enough theres definitely something wrong. ![]() Since more fuel was added than what was needed, a good set of o2s will catch this and will see it as too rich. It reads that X amount of air is coming in so the PCM adds Y amount of fuel and the o2s read Z amount of air in the exhaust. It reads more air than it should but not enough to set a code for it. After little more time the PCM figures that 6% STFT isnt changing so It makes a global shift of the fuel trim by 6% and STFT starts over at 0% again. within a minute or so short term trims start modifying fuel a little bit. From the start`the motor is running at 0% trims. To deal with that the PCM adds or subtracts fuel to get to the spot the base table says it should be at. In a perfect world, the PCM would never have to adjust fueling from what was originally programmed as base tables. The PCM looks at the sensors that measure air predominately to develop a fuel trim. Now to jump over to the computer part, there is Long term Fuel trim "LTFT" and Short term Fuel trim "STFT". Lets also assume that they are at the verge of setting a code but dont which is called "failed in range". Say you have a combination of a bad maf and tired o2s. The stock PCM can add over 25% more fuel than what is called for depending on problems in the system. These things can be easily verified with a scanner (not a code reader) and looking at the long term fuel trims. A MAF that is screwy will also mess up mileage. Things that may not seem to be a big deal like swapping an intake manifold with different injectors than what the IFR (injector flow rate) table is setup for can cause you to run hideously rich. Now for combination issues as well as possible mechanical mess-ups. Short hopping every car screws things up too. Second is how much pedal you give it even making small acceleration changes. If you have a mileage computer youll notice that a lot of start and stop is REALLY bad on economy. A lot of things affect MPG street and highway. Thats a stock internal 元3 (the aluminum one). Hope that is a convincing monologue regarding the pros and almost no cons of the engine.Ĭlick to expand.Well as far as a 5.3 is concerned it seems to be doing just that. As good as DI is the software isnt there to tune it right now and therefore will put off a lot of guys like us even though the bump in power and economy will be there. Direct injection may be one of those problematic upgrades for tuners and Its coming soon. I am a die hard LSx enthusiast and will be until a massive architectural change is made that destroys the upsides that are here now. Its so good youre stupid not to swap it in if an EFI swap is being considered. BMW, Porsche, Nissan/Datsun/Infinity, FORD lol, Jag and the list goes on. The last reason alone is why almost every RWD platform in the world has a kit for swapping this motor into it. I can think of an engine swap out there that can beat the LSx for price, power, durabilty, economy and the big one EASE OF SWAPPING IT. Third, when you bump the efficiency of the motor with upgrades and tune it for a better fuel curve youre also gonna see a nice bump in mileage. The auto gets DOD so cruising mileage goes up a bit from only running on 4 cylinders. Second, is the car you were driving a manual or auto. First the new Camaros are over 2 tons so youre gonna see a boost with even a heavy A body. On the swaps Ive done which are typically cam, intake, exhaust, tune 5.3's, mileage is typically about 20 street 28 freeway.
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