Torquefreaks of Portland Oregon have recently completed AEM EMS tuning on my SRT-10 Venom 1000 Twin Turbo. The drive-ability, power band, internal boost and traction control are night and day, second to none. All electrical components in the car works as they should no issue whatsoever.
The only issue we have not able to resolve is turning OFF the Check Engine Light. AEM engineer guys also did not have any resolution.
Anyone that had dealt with similar issue on their SRT -10 TT , your advise is greatly appreciated. Thanks ahead.
Here are a couple dyno runs, both on pump gas (12psi) and 100 octane (16 falling to 12psi).
I feel the car was really running out of flow on the turbos. I am not even sure of the specifications on these turbos.
The check engine light is on the communication bus, and even AEM was unable to turn out the light on the SRT4 application, which has similar electronics. Perhaps pulling the bulb may be an option, but I think AEM even had trouble when they tried to do that.
The car runs so much better than before the AEM install. I have yet to drive a car that runs good with an FMU, which is how this car came equipped. TorqueFreaks installed a proper fuel system and I wired in the AEM and did the tuning. AEM does not offer a PNP application for the 03 and newer (due to the communication bus), so I wired one in as a piggyback. All of the factory gauges still work perfect, along with the door locks, alternator, ABS, and other things on the bus.
I hope you enjoy the results. Feel free to get in touch with me if you have any questions or concerns. We can also play with the traction control more when the weather clears up! You may want to look into some drag radials though. :bigsmile:
As far as the above dyno runs, the blue line is race gas and was done in 5th gear. I was not able to get traction in 4th on the dyno(refer to drag radial comment)! I cut out early due to an intercooler pipe coming off, but the tuning was done and there was not any need to do another pull. HP and TQ had already peaked, and I expect the curve would have pretty much followed the pump gas curve the rest of the way out.
I want to formally thank you and Torquefreaks for all the hard works and dedications. I was confident from day one that you guys would get the job done. I'll drop by with some Champagnes next week. Cheers.
Yeah your gonna want to look into a different turbo setup if you plan to do much with it on race gas tune. That thing falls flat on it's face and is likely pushing hard on the surge side of the map. IMO you could size them to run well on 16-18psi and you wouldn't take a hit on pump gas much at all.
As for the AEM your going to get an mil light from it. The pcm doesn't know wtf is going on since it's no longer getting a reading from a whole host of sensors. Pull the bulb and be on your merry way. But now there is no way you will pass an OBD-II/III test, well without being super shady that is.
You might want to be careful with those 5th gear wide open 1000hp runs, unless you really have an itch to drop $5k on a new tranny that is. Put some deflated drag radials on it, strap the bitch down tight, air the tires up, make 4th gear pulls.
Oh yeah, and why is a Venom 1000, only making just shy of 750rwhp on race gas? That seems excessively low for a pump gas tune.
"You will have to determine which codes you have and then have the pcm re flashed to eliminate those codes"
You can do that, or have the pcm flashed to just turn the mil light off all together. But that gets expensive when you could just remove the bulb and achieve the same effect.
You might want to be careful with those 5th gear wide open 1000hp runs, unless you really have an itch to drop $5k on a new tranny that is. Put some deflated drag radials on it, strap the bitch down tight, air the tires up, make 4th gear pulls.
Oh yeah, and why is a Venom 1000, only making just shy of 750rwhp on race gas? That seems excessively low for a pump gas tune.
I wish I would have had some drag radials for it. I only did the 1 pull to see what the torque would be, as it was blowing the tires off at peak torque in 4th.
The 750whp is better than the barely 400whp it was making, coughing and sputtering, when it arrived as a straight out of the box Venom 1000.
"You will have to determine which codes you have and then have the pcm re flashed to eliminate those codes"
Seems that might be a good way to go. As I said, on the SRT4 AEM had some issues with simply pulling a bulb, but the price is right and it may be worth the try.
Seems that might be a good way to go. As I said, on the SRT4 AEM had some issues with simply pulling a bulb, but the price is right and it may be worth the try.
John
What issues could you have with just pulling a bulb? I might be missing something, but if I'm correct, the factory computer is only there for gauges and ancillary functions and the AEM does all the engine control. All you are trying to do is kill the light, right?
That said, reflashing the factory computer does seem to be a better non-ghettofied way of doing it.
Before we go and start taking jabs at Hennessey, was he ever contacted and given the chance to help straighten this car out? I highly doubt it. Problems can arise when modifying cars and John is a very respectable Viper tuner. Any thoughts / comments?
I wish I would have had some drag radials for it. I only did the 1 pull to see what the torque would be, as it was blowing the tires off at peak torque in 4th.
The 750whp is better than the barely 400whp it was making, coughing and sputtering, when it arrived as a straight out of the box Venom 1000.
John
I agree, after seeing one in person that would barely idle I can only imagine. But thats beside the fact, Venom 1000=750 rwhp???? How this guy is still in business completely baffles me.
Enough bantering, glad to hear shes coming together.
I don't think anyone was taking jabs at John, simply stating the facts that we have encountered. No matter who built the car, an FMU is a less than ideal choice for fuel management on a car like this. That is the reason everyone has evolved and is switching to standalones for total fuel and timing control. While the newer cars have proven to be a bit more difficult to add a standalone, it is not impossible.
Perhaps the car could have been tweaked with the FMU to run better, but the fact remains it has a much more powerful tuning tool onboard now, and will work well no matter what future modifications the owner has planned. It also runs better than any FMU car I have ever driven, which is what I expect from any car that I tune with the AEM.
I believe Heffner has done a few of these cars using the AEM, with outstanding results.
Before we go and start taking jabs at Hennessey, was he ever contacted and given the chance to help straighten this car out? I highly doubt it. Problems can arise when modifying cars and John is a very respectable Viper tuner. Any thoughts / comments?
FYI.
Yes I contacted Hennessey. Yes he said he'd fly Nick out to tune the car. No nobody showed up. After a month I gave up and turned to John Reed for help.End of story.
Glad that we could help turn this this bad boy into what it should have been made in the first place 1khp! If there is anything we can do in the future for you please dont hesitate to call us.
You may want to look into some drag radials though. :bigsmile:
I cut out early due to an intercooler pipe coming off, but the tuning was done and there was not any need to do another pull. HP and TQ had already peaked, and I expect the curve would have pretty much followed the pump gas curve the rest of the way out.
That seems excessively low for a pump gas tune. 
. is that like duct tape can fix anything.
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