The Plow Truck: 99 454 CCSB

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Supercharged111

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Today I blew a license on the stock PCM and am immediately questioning how wise of a decision that was vs the more intrusive 411 swap that will probably still happen. This thing sees what seems to be quite a bit of either phantom knock or random short lived knock. Naturally I'm trying to stuff more timing down its throat and while it is responding, I'm trying to be cheap and keep it on 87 octane and also a 195 stat vs my typical 180 go to for greater knock resistance. I'm also trying to shape the curve a bit differently than I have in the past. I have yet to get rid of the PE delay to bring that in, but it's already slapping a bit harder which is to be expected. I don't expect much if any more outside of PE mode, so now it's more about minimizing those menial KR outbursts and squirreling in a smidge more where I can. I know I can add some over 4000, so that's my next step. Some very mild trimming will come in at high load/low RPM which is where I tried to be most aggressive as it really adds to the every day driving experience.
 

Supercharged111

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Here's a stock timing map.

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And here's where I'm at right now.

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I gave it a +4 global bump to start and saw traces of unsustained knock at high load. I took it further with a global +2 bump and saw more frequent instances of those episodes, so decided to focus my efforts from there on reshaping instead. So I bumped that 0RPM 105kpa cell from 5 to 10 and dragged the whole corner of the map up with it. I need more logs to see if I took it too far.

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According to this log, it appears I'm at or over the fringe of what the engine wants but this map looks absolutely anemic to me. Per a post @L31MaxExpress had made over on the HPT forums though it seems I'm there once you add in the PE stuff I haven't flipped the switch on just yet. I also added in a bit down in the 15kpa cells and blended that up into the midrange. I'm still trying to figure out how to get the black box (EFILive, bot the stock PCM) logging going so I don't need to have the laptop with me to capture a bunch of data on a long drive. In the past I've never logged without the laptop which makes it more of a thing. It would be nice to just get data and go over it after the fact. I only just got this all set up again last night so still working through a lot of the setup.
 

Supercharged111

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Added 4 degrees at max load and it pulled it right back out at max load, so I was on the fringe before like I thought hovering around 17 degrees on 87 octane with no PE. So I went back to the old map, added PE, went for a test drive, and I'm 20-22 in PE mode with no KR. I'll go too far with PE next to see what it wants there. Already a nice kick in the pants though, finally killed that flat feeling. Of course it helps that I'm not losing timing now as I approach max RPM.
 

Supercharged111

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Either I got a good log, or I trimmed enough timing out of the 1600 RPM 95kpa area to stave off KR. The truck doesn't quite get into PE in overdrive down that low so I can't rely on the PE fueling to save me there. I should have the speedo dialed with this latest tune I have yet to flash, and I've begun to dabble in shortening my shift times as well. Torque reduction on the upshifts will remain in place. I just want less slippage on those upshifts. From there I just need to find the limit on timing advance while in PE mode and I think that's gonna be it until I get a bung welded in so be able to clean up the VE table and double check the MAF calibration. Which is good because I really need to revisit a few items on the dually and the 1500 now that I'm down at a lower elevation with those.
 

Supercharged111

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Got the ignition cylinder swapped out today FINALLY. I'd been waiting on the tune to be able to turn off the anti theft. This truck is a 99 and some doofus ordered a cylinder for a 97 for it. That was only the half of it though as the housing it went into was also not in great shape so I ordered a new one of those. 97 was cheaper than 99 by a bit. But look at that terrible access to the screw that holds the ignition switch in!

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Not even a deepwell E4 stood a chance, so I got creative.

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Used a hacksaw to keep the mess somewhat contained to one area. The 97 housing left plenty of room for that deepwell so it went right back in. No after pics, but it's how they all look. I'd been without the plastic column housing bits all this time. Now not only does it look finished, it feels proper again. I used to have to pull out on the key as I turned it off to get it to hit the lock as the 2 little spring loaded nubs that do that for you had left the chat, hence the housing needing replaced.
 

BNielsen

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The more you do to this truck the more I see similarities with mine. I need to replace the ignition tumbler and since it needs a new steering wheel and multifunction switch I'm gonna bite the bullet and do all 3 at the same time. Looking forward to struggling with that.

When you replaced the TC did you do a reprogramming kit? I think I'm gonna bite the bullet and replace the TC, internal harness, and toss in a Transgo HD2 kit; I'd rather rebuild it but money is tight and if I can just repair the problem parts and get it back to where I can drive and tow with no issues. Fluid change, filter, and a deep pan are on the list too.
Just worried about doing a fluid change via the trans lines and finding out the trans is a glitter factory before I can drop the pan.
 

Supercharged111

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No shift kit, but I did command faster shift times via the tune and that cleaned things up noticeably. Back when I did the converter I also replaced a number of seals, the filter, and added a new GM reusable pan gasket. This truck doesn't seem to have that pesky converter drain back issue either. The dually got a shift kit when I had that trans rebuilt a few months back.
 

BNielsen

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No shift kit, but I did command faster shift times via the tune and that cleaned things up noticeably. Back when I did the converter I also replaced a number of seals, the filter, and added a new GM reusable pan gasket. This truck doesn't seem to have that pesky converter drain back issue either. The dually got a shift kit when I had that trans rebuilt a few months back.
I'm still playing around with my shift tables some, there's more I would like to do but the converter shuts the fun down. I need to get the tables set back to "stock" because I tuned out 4th/OD thinking it was isolated to that.

I'm probably going to farm out the converter to a shop depending on price; hopefully the other stuff wouldn't be too much. If I had time and a lift it wouldn't be an issue tbh
Ultimately once I get the coin for a stockish rebuild it's going to get a few upgrades like Raybestos red clutches, upgraded sprag, and a Sonaxx Performance Pack and some more tuning.
 
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