Need some help with Calc VET

[HellKnightHicks]

I have an LS1B ECU

In a 1996 chevy c1500 extended cab.
Plan on moving to a COS and installing a super charger.

Ive tried to follow

https://forum.efilive.com/showthread.php?15236-Calc-VET-correcting-MAF-and-calculating-VE-(in-single-log)

After getting PIDs added to the custom user files.


Uppon logging and using the tables the values do not appeart to be replacements for the VE table.

Im not really clear on what I've done wrong to make the tables so.... um unusable.20787207882078920790

[RADustin]

your VE is in percent of theoretical maximum in the v7.5 tune tool.


go to edit -> properties -> display tab -> change volumetric efficiency values to 'default units (g*K/kPa)'

[HellKnightHicks]

When i do that and paste the labels my data in the EFILive scan 7.5 becomes sued.20791

For anyone reading when you change the Units in the EFILive tune you must close and re-open. For the VE table to display in the new units.

[HellKnightHicks]

Heres a copy and paste with labels and the Scan tool set to MAP PSI.

Somethings totally wrong here.

20792

[RADustin]

your scan settings look fine.

Your tune settings look like they are still in %VE.

when you see a VE table with numbers in the range 1-3, it is probably set to standard units, g*Kelvin/kPa. If you see numbers that are in the 40-90+ range, it is in %VE. In your screenshot within post 4, your tune program is still set to %VE, therefore the scandata you are trying to paste in it is not in compatible units. you need to set your VE table in the tune program to display in standard units.

[RADustin]

the other problem is you are logging in PSI(imperial), but your tune program is set to kPa(metric).

[RADustin]

also- the labels for axis data on the VE table are always the same regardless what units the VE table is in. its always RPM vs MAP(kPa,psi).

I would suggest you work in metric(kPa), but that's just what I(and many others) use.

[joecar]

In scantool do this:
- goto PIDs tab, on MAP pid go rightclick->Metric.
- goto the MAF map, click the Edit Map Properties button, goto the Cells tab, checkmark Constrain Cell Size, and put a value for maximum width;
- then (still in the MAF map properties) goto the Data tab and set the Precision to 3 or 4 (decimal palces); click Save, click Ok.
- goto the VE map, edit its properties, goto the Data tab, set Precision to 3 or 4; click Save, click Ok.

In tunetool, do this:
- go Edit->Configure Display Properties, for each of B0101, B0102, B0103 (if you have it) go rightclick->Metric; click Ok.
- go Edit->Properties and set Volumetric Efficiency to g*K/kPa; click Ok.
- exit tunetool, restart it.


DISCARD the copy/paste you did above.

[joecar]

After doing that you will see the VE map values will be close to your exiting VE table values.

[HellKnightHicks]

Does this look right? Would this imply that there is an Oxygen leak in the exhaust? The Exhaust Is all new.

20796

[HellKnightHicks]

Charged my units to GRAMS but the MAF table is all out of whack. Compared to the data coming out of the Log.

20797

20798

[RADustin]

selben is a BEN factor. ben factors are pastewith labels-> multiplied. not pasted with labels(over written).

calc.VET produces a factor(multiplier) for the MAF response and calcs a new VE.

I would expect numbers close to 1 for the selben.

[HellKnightHicks]

My numbers are all 1.x not exceeding 1.25 But there were adjustmetns everywhere..

Does that VE table look odd to you? Would you think some of the values erroneous?
20799

Thats after a paste from log.

Thanks everyone for the help in getting me this far.

[RADustin]

1-3 g*Kelvin/kPa is about right.

looks ok. Did you filter correctly? did you hide cells with less than 30-50 hits?

[joecar]

Charged my units to GRAMS but the MAF table is all out of whack. Compared to the data coming out of the Log.

20797

20798You MAF map is saying that your MAF table needs to be multipled by about 1.25 (i.e. bumped up about 25%).


This could mean that your MAF plumbing/ducting is somewhat different from the original stock configuration.

[joecar]

Does this look right? Would this imply that there is an Oxygen leak in the exhaust? The Exhaust Is all new.

20796Manually flatten out the big spike and the smaller spike, then manually bring the untouched part of the VE table up to blend with the touch part.


Looks like your VE table wants to be increased by adding about 0.2-0.3 almost everywhere... if manually blending is too hard, then just add 0.2 everywhere (to the untouched VE table)... and then go capture another log to see what it does.

[HellKnightHicks]

Thats done it its dialed in very well at this point... Almost need to make myself a guide on everything to check when getting this started for the first time...

Thanks so much for all of them help...

Now its time to modify the spark tables... lol any guides for that...

After all of my endevors with that Transmission I had a few years back im pretty good with tranny tuning at this point.

The CALC VET is so much better than the old AUTO VE. So glad things have changed in a positive way.

[Supercharged111]

Spark is easy to start with, just do global bumps until you get KR. Even then, you can just back off where you do get KR and make another global bump or 2. From there, I work in small RPM ranges and try to get a good number of hits in all the load cells. In my experience, the biggest gains on the 5.7 are made by bringing in total timing much sooner. The truck will hold OD much better and move about with a lot less pedal.

[HellKnightHicks]

Spark is easy to start with, just do global bumps until you get KR. Even then, you can just back off where you do get KR and make another global bump or 2. From there, I work in small RPM ranges and try to get a good number of hits in all the load cells. In my experience, the biggest gains on the 5.7 are made by bringing in total timing much sooner. The truck will hold OD much better and move about with a lot less pedal.

Teach me....

Bump Low and high Octane?

Here's the tune with the VE and MAF adapted as well as injectors for the marine intake...

20802

[RADustin]

setup a map to log the same axis data as the spark tables- RPM on the rows and GM.DYNCYLAIR_DMA on the columns. The data of the map is KR.

Add 2 degrees of timing at a time globally until you get KR. Then back off 2degrees in the areas of KR. Keep the map very smooth. I always manually smooth on a VE, but use the built in functions to smooth on the timing. Smooth keeps away KR. Always assess the values as sane or not before you flash in tune.

Keep in mind most of your driving is in the .36-.72 gram/cylinder range so focus there. You want your map to approximate an old school distributor. Make sure the base idle timing is set well- and matches in ALL timing maps.

Also make sure you understand all the limiters, adders, subtractors, and multipliers to final timing. Set B5915 to 0 throughout.

[joecar]

In the area 0.68-0.72 g/cyl between 4000-6000 rpm you would probably be ok with about 24 degrees.

[HellKnightHicks]

setup a map to log the same axis data as the spark tables- RPM on the rows and GM.DYNCYLAIR_DMA on the columns. The data of the map is KR.

Add 2 degrees of timing at a time globally until you get KR. Then back off 2degrees in the areas of KR. Keep the map very smooth. I always manually smooth on a VE, but use the built in functions to smooth on the timing. Smooth keeps away KR. Always assess the values as sane or not before you flash in tune.

Keep in mind most of your driving is in the .36-.72 gram/cylinder range so focus there. You want your map to approximate an old school distributor. Make sure the base idle timing is set well- and matches in ALL timing maps.

Also make sure you understand all the limiters, adders, subtractors, and multipliers to final timing. Set B5915 to 0 throughout.

Forgive my ignorance but im not really all that clear on how to create the map for the KR.


In the area 0.68-0.72 g/cyl between 4000-6000 rpm you would probably be ok with about 24 degrees.

K I can bump that up. In that range...,.

I think i have the PID I need logged in my current list from Calc.VET if im not mistaken.

Do I change the high and low Spark Tables? {B5913}{B5914}

B5913 If im interpreting this correctly.
Add 2 Degreese globally
Manually set
.68-.72 in the 4000-6000 RPM Range
To 24 Degrese
Then Smooth

20805

20806

[joecar]

Forgive my ignorance but im not really all that clear on how to create the map for the KR.
Open scantool, goto Maps tab, pick an letter subtab (say E)...
click the Edit Map Properties button,

open tunetool, goto table B5913, in upper left blank tile go rightclick->Copy With Labels...
immediately goto scantool, in map properties on each of the Column and Row tabs click Paste Labels (do not do anything else in between)...
now on the Column tab select the pid GM.DYNAIR_DMA, on the Row tab select the pid SAE.RPM...
on the Data tab select the pid GM.KR...
in the Data, Column, Row tabs checkmark Show Units...
Click Save (you will have to give it a filename), click Ok.


...
Do I change the high and low Spark Tables? {B5913}{B5914}
...It might be easier to just copy paste the stock 2002 F-car HI/LO spark tables, see attached.

[HellKnightHicks]

Those 2 spark Tables are pretty agressivly different than what the stock truck tables are.

Your saying run that and watch for knock.

[Supercharged111]

When I did the 411 swap, I added as much as 11 degrees of timing in certain areas of the truck map but I do run 91 octane. A lot of it came in down low. The truck tables are so overly retarded from the factory it's just insane. I just started with global bumps. I don't think I started getting KR until I had about 8 in all over.

[joecar]

That reminds me, trucks almost do not enable PE...

set your B3616 to the same as the 2002 F-car B3616 (i.e. TPS 65%/35% split).

Also set B3609 to 0.050 s.

[Supercharged111]

Oh yeah, and the PE timer too. Neighbor's 6.0 truck had a 60 second timer so he essentially never got PE. Plus it was commanding 11.XX:1 if it ever got there and something like 20 degrees of timing at WOT (at 6100' altitude!). So much BS to cut out of there, at least on the Gen III it's right there. I need to get a better feel for where the Gen IV stuff is buried.

[joecar]

Yeah, Gen IV is hard to navigate and see things...

Gen V stuff is like Gen IV with added twists: the axis for VVE table is not MAP, but it is MAP:BARO ratio (so you have to make a calc pid for it)
and the pid SAE.LAMBDA may or may not work, and if it works, it may behave as 1/lambda (i.e. EQR)... :crash:

[HellKnightHicks]

Holly crap just those 2 car tables alone for the spark made a huge difference... I always run 93 Octane. Because I know what a difference fuel quality can make.

I was kind of worried because i wasnt getting any knock retard after bumping the table up to the F-Body timings.

[Supercharged111]

Don't forget those tables are for a higher compression engine with more efficient combustion chambers (i.e. wants less timing than the ol' Vortec), there's more on the table. I'll try to remember to upload my timing table when I get home, you could probably use it as a good starting point.

[HellKnightHicks]

Yeah, Gen IV is hard to navigate and see things...

Gen V stuff is like Gen IV with added twists: the axis for VVE table is not MAP, but it is MAP:BARO ratio (so you have to make a calc pid for it)
and the pid SAE.LAMBDA may or may not work, and if it works, it may behave as 1/lambda (i.e. EQR)... :crash:

My Camaro has those polynomial VE table. I dunno how to work with those.

[Supercharged111]

My Camaro has those polynomial VE table. I dunno how to work with those.

You don't, you use virtual VE instead.

[joecar]

Correct, you use VVE... you manipulate the VVE table same as you would for Gen III, and then you tell the tunetool to convert the VVE back into polynomial coefficients.


We're currently working to extend the Calc.VET procedure to E38/E67 and E92 (i.e. we're trying to calculate the VVE from the corrected MAF)... soon.

[HellKnightHicks]

Eventually I want to Idle Down the LS it has a heavy Cam and is still rumping at 1000 RPM. Id love to here more chop.

I still have LTFTs on bank 2 of up to 25%
Bank 1 is 14%

My Flash and scan fails to flash pretty regularly.... I have to unplug the flash and scan and then re-plug it.... I had the same problem with the blue truck and just thought it was wiring.... Is it possible that there is something wrong with my Flash and Scan box causing it to fail to flash? I can post error logs.

[HellKnightHicks]

That reminds me, trucks almost do not enable PE...

set your B3616 to the same as the 2002 F-car B3616 (i.e. TPS 65%/35% split).

Also set B3609 to 0.050 s.

I cant get the table to accept .050 it just drops to 0

[Supercharged111]

If B3608 is 0, can B3609 still add a delay? I don't really notice one on the truck and it has a full time wideband.

[HellKnightHicks]

If B3608 is 0, can B3609 still add a delay? I don't really notice one on the truck and it has a full time wideband.

Its possible... i know burst knock gave me fits even though it was disabled.... Until I Zeroed it out.

[HellKnightHicks]

How many PID are we allowed to log from the PCM... I would love to have all 3 maps going at the same time.

Does Wide band count as one of the channels... ?

On the PIDs tab, look at the column Channels and see how many channels each of your pids occupies;

at the bottom is a summary total pid Channel Count;

if channel count is 24 or less you will see the frame rate being 10 frames/sec;
if channel count is between 25 and 28 you will see 5 frames/sec;

so you want the highest sampling rate.

[joecar]

I cant get the table to accept .050 it just drops to 0Click the +.00 button to increase the decimal digits (precision).

[joecar]

If B3608 is 0, can B3609 still add a delay? I don't really notice one on the truck and it has a full time wideband.
B3608 is supposed to be the delay before PE "becomes active",
B3609 is supposed to be how fast PE "become active".

My understanding is B3609 is how fast PE kicks in once it has enabled.

I have not noticed B3609 adding any delay, but I like to not chance it.

[Supercharged111]

Here's my illustrious tune. Not perfect, as I recall I either lost time or interest when tweaking the timing table last.

[HellKnightHicks]

B3608 is supposed to be the delay before PE "becomes active",
B3609 is supposed to be how fast PE "become active".

My understanding is B3609 is how fast PE kicks in once it has enabled.

I have not noticed B3609 adding any delay, but I like to not chance it.

Thanks for the intel


Click the +.00 button to increase the decimal digits (precision).
Found it. Thanks



Here's my illustrious tune. Not perfect, as I recall I either lost time or interest when tweaking the timing table last.

Wow those numbers are higher than what ive been able to run so far with 93 Octain.

Maybe im miss interpriting the retard and its not acutally due to knock but due to the extrapolation between the 2 tables?

[HellKnightHicks]

20825

Check me and see if im horrably wrong.

[Supercharged111]

The KR PID is different than the interpolation between hi/lo PID. Can you post a screenshot of your timing table? My old EFILive didn't open the .ctz.

[HellKnightHicks]

20828

So what are you saying that if i see .2 or .3 on that table that i shouldnt pull timing?

[Supercharged111]

Well it depends. How many samples did you get on that frame? And do you check the peak value in addition to the average value? Sometimes I get a rogue KR spike of a degree or 2 that averages out to a couple of tenths on a frame that maybe got a dozen samples. I personally don't worry much about an isolated incident like that but then again I'm not a professional so I welcome feedback on my methods. Your timing table is much too slow to bring in total timing, you'll gain a lot under 2000 locked in OD by bringing it in sooner. The other reason you think my table looks so aggressive is because I zeroed out the PE timing adder B5908. The conditions that add that timing involve PE fueling anyway, so I just incorporate it all in the high timing table. I haven't noticed any KR at atmospheric closed loop so for me it seems to work nicely.

[HellKnightHicks]

Well it depends. How many samples did you get on that frame? And do you check the peak value in addition to the average value? Sometimes I get a rogue KR spike of a degree or 2 that averages out to a couple of tenths on a frame that maybe got a dozen samples. I personally don't worry much about an isolated incident like that but then again I'm not a professional so I welcome feedback on my methods. Your timing table is much too slow to bring in total timing, you'll gain a lot under 2000 locked in OD by bringing it in sooner. The other reason you think my table looks so aggressive is because I zeroed out the PE timing adder B5908. The conditions that add that timing involve PE fueling anyway, so I just incorporate it all in the high timing table. I haven't noticed any KR at atmospheric closed loop so for me it seems to work nicely.
2082920830

So now Im Just confused.

So am i wrong for dropping the timing on those cells that have a value other than 0 and blending...

Im open to trying to run your timing tables and see what happens.

Just kind of lost now.

[Supercharged111]

I can't believe you're getting KR where you are with 93 octane compared to mine. I realize every motor is different but damn, premium fuel and headers should make a motor want a lot of timing. Again though, are we viewing peak KR or average KR and how many samples per frame?

[HellKnightHicks]

On the left is average values on the right is the number of samples.

20832

Am i doing something wrong?

Should I disable PE?

; a correctly timed engine produces the most horsepower. An engine with timing too late (retarded) will have a low idle vacuum, have slow throttle response, feel like a turd at low RPMs and will run hotter than normal. An engine with the timing too soon (advanced) will have a high and erratic vacuum signal. It might have a snappy throttle response but it won't pull very well under a load, and it will have pre-ignition (detonation) problems, sometimes called "pinging", which will certainly lead to either a blown head gasket and/or serious piston damage. It will also idle rough, like it has a bigger cam than it actually does.

http://www.badasscars.com/index.cfm/page/ptype=product/product_id=76/prd76.htm

[HellKnightHicks]

I guess im all alone here now... Ive chased everyone off....

Im still tweaking the table some for spark very happy with the results thus far.... Wondering if a lean cruse isnt possible since ive ditched the EGR. Tempted to put the EGR back on honeslty.... Mileage dropped this last time by 3 mpg.

[joecar]

You want to be safe at high load, so do not disable PE (he said zero out the PE timing adder B5908).

KR is on top of the sliding interpolation between HO and LO.

[joecar]

2082920830

So now Im Just confused.

So am i wrong for dropping the timing on those cells that have a value other than 0 and blending...

Im open to trying to run your timing tables and see what happens.

Just kind of lost now.Try adding a little more fuel.

[joecar]

I guess im all alone here now... Ive chased everyone off....

Im still tweaking the table some for spark very happy with the results thus far.... Wondering if a lean cruse isnt possible since ive ditched the EGR. Tempted to put the EGR back on honeslty.... Mileage dropped this last time by 3 mpg.
Sorry, I was out of town.


What is the octane rating of your fuel...?

[HellKnightHicks]

Its 93 I belive... I think i just ran threw alot more fuel tuning..

Where do I add more fuel.

Zeroed - B5908

Redid did my VE and maf Tables after hopping up the timing.. The numbers did increase. Did some smooting to the VE and Spark Tables.

[HellKnightHicks]

Im assuming that the lower the Lambda number is more fuel. Higher Lambda means leaner.

Im only Familiar with AFR Numbers at this point.

Modified the PE Enrichment table for More fuel across the board.

[joecar]

Im assuming that the lower the Lambda number is more fuel. Higher Lambda means leaner.

Im only Familiar with AFR Numbers at this point.

Modified the PE Enrichment table for More fuel across the board.Yes, lambda < 1.000 is rich, lambda > 1.000 is lean (avoid this).

AFR numbers depend on the fuel you're running.

Take note that NA PE should be about lambda 0.85 (EQR 1.175) or so regardless of fuel being run.


I like to refer to exhaust wideband lambda and ECM commanded EQR to keep the context's separate when speaking (and see below).

( EQR is simply 1/lambda (and vice-versa of course) )


So wideband already produces lambda.

In tunetool, go Edit->Properties and set fueling units to EQR.


The BEN correction is wideaband_lambda x commanded_EQR (this is the easiest form to remember)...
for example, in the calc_pids.txt, CALC.WO2BEN is defined as {EXT.WO2LAM1} * {GM.EQIVRATIO}

[HellKnightHicks]

And thats how we can figure the correction correllation for VE and what not..

Nice good info.

I have B1368 set to .82 like Super's tune at this time...

I have a whipple for this truck and have debated installing a COS as well as switching to a 2 Bar Map sesnsor. Like i did with the other setup I never got finished tuning.

[joecar]

...
I have B1368 set to .82 like Super's tune at this time...
...B3618

when you refer to its value, look in the upper RH corner of the EFILive tunetool, does it say Lambda or EQ Ratio...?

If the value is 0.82 Lambda then you're almost safe (for SC/TC Lambda 0.78 would be safer).

If the value is 0.82 EQR then you are way too lean (PCM prevents PE commanding less than EQR 1.000).

[Supercharged111]

And thats how we can figure the correction correllation for VE and what not..

Nice good info.

I have B1368 set to .82 like Super's tune at this time...

I have a whipple for this truck and have debated installing a COS as well as switching to a 2 Bar Map sesnsor. Like i did with the other setup I never got finished tuning.

Crap, forgot I jammed in .82 for PE! I thought I had .85-.87 because that's what my wideband tells me when I stomp it. I remember now that I had to cheat on PE to get the right WOT AFR because my lazy ass hasn't done a calc.vet yet. I believe it's because I'm using the Express van base tune which has different MAF plumbing. I keep putting it off until I swap on the marine intake, but I need the dually running again before I break this truck.

[joecar]

NA: safe PE is lambda 0.85 (EQR 1.170).

TC/SC: safe PE is lambda 0.78 (EQR 1.28).

Safe means having sufficient fuel to avoid lean knock.

Also, you have to make sure spark advance is reduced to avoid knock.

[HellKnightHicks]

B3618

when you refer to its value, look in the upper RH corner of the EFILive tunetool, does it say Lambda or EQ Ratio...?

If the value is 0.82 Lambda then you're almost safe (for SC/TC Lambda 0.78 would be safer).

If the value is 0.82 EQR then you are way too lean (PCM prevents PE commanding less than EQR 1.000).

Lambda


NA: safe PE is lambda 0.85 (EQR 1.170).

TC/SC: safe PE is lambda 0.78 (EQR 1.28).

Safe means having sufficient fuel to avoid lean knock.

Also, you have to make sure spark advance is reduced to avoid knock.

Ah gotcha. So im running a little FAT Changed the table to .85 as you suggested.


B31616 Normal PE is currently set to 64% TPS until about 4000 RPM

Seems a little high up there to me.. Guess I should calibrate the TPS as well huh.

[joecar]

You could set B3616 to 64% below 3200 rpm and 35% above (i.e. same as 2002 F-car for example).

~Moderator~

[Supercharged111]

Lambda



Ah gotcha. So im running a little FAT Changed the table to .85 as you suggested.


B31616 Normal PE is currently set to 64% TPS until about 4000 RPM

Seems a little high up there to me.. Guess I should calibrate the TPS as well huh.


My truck runs .85 or so, but I need to command .82 for it to deliver. Once I do me a calc.vet it should deliver what I command.



You could set B3616 to 64% below 3200 rpm and 35% above (i.e. same as 2002 F-car for example).

~Moderator~

Hicks if you look at my 4th gear TCC unlock and the B3616, you'll see that I hit PE mode just before a downshift at about 65mph+. It was originally intended as a last ditch effort for more power to hold 4th, but the difference is insignificant with an 8500# trailer out back. Now I just use it as an indicator; when the wideband shows PE in 4th I decide to either let the truck lose speed to hold 4th for a small rise that I figure I can regain my speed from on on the other side or just hammer down and go. Just thought I'd share some of the logic I use when tuning the truck, it's basically tow/haul all the time but it suits my driving style empty anyway. I really wish I had more time to devote to it, because I think I could be decent at this if I did.

[HellKnightHicks]

You could set B3616 to 64% below 3200 rpm and 35% above (i.e. same as 2002 F-car for example).

~Moderator~

My table was pretty close to that any way. Great intel.


My truck runs .85 or so, but I need to command .82 for it to deliver. Once I do me a calc.vet it should deliver what I command.




Hicks if you look at my 4th gear TCC unlock and the B3616, you'll see that I hit PE mode just before a downshift at about 65mph+. It was originally intended as a last ditch effort for more power to hold 4th, but the difference is insignificant with an 8500# trailer out back. Now I just use it as an indicator; when the wideband shows PE in 4th I decide to either let the truck lose speed to hold 4th for a small rise that I figure I can regain my speed from on on the other side or just hammer down and go. Just thought I'd share some of the logic I use when tuning the truck, it's basically tow/haul all the time but it suits my driving style empty anyway. I really wish I had more time to devote to it, because I think I could be decent at this if I did.

I have now done Similar to yours.

I've got the trucks exaust torn down tonight. Getting ready to install an X-Pipe and 2 Jones JR25 Resonators.

The truck is so loud with these Purple hornies that i cant here myself think while driving. Starting a new job on monday and just cant handle the racket.

Im interested to see how the VE is effected by the X-Pipe and smaller down stream Pipe sizes. I wash shocked at how much spark affected the VE table.

As requested.

2084220843
That log is the one I used to make the Tune changes.

I can run another log.

I can say that My intake is taking in some oil vapor which is likely reducing my octain Rating as Joe Car has suggested.

I do have some marginal Oil leaks going on and have had to re-attach a vaccume line to the PCV setup

[joecar]

Spark advance affects where the comustion pressure peak occurs, this in turn not only affects torque production but also affects scavenging (ability to push/pull how much of burnt gases out into exhaust pipe), this in turn affects volumetric efficiency (which can be expressed in % cylinder fill or in absolute form as grams/cylinder).

~Moderator~

[joecar]

I'll look at your files on the morning.

~Moderator~

[HellKnightHicks]

Got the hardest part of my exhaust done, piping to the x-pipe with mandrel bends is a challenging. Ran everything down to just before the end of the cab and into 2 jones jr25 resonators. I figured it would be quieter but it drones like crazy. I dont think I piped them out far enough.

Also used that old cranking VE spreadsheet to changed the Cranking VE. Apparently it didnt work though because it was so rich when starting it tonight it barly ran. Choked itself to death. setting B0102 back to the stock 1.8 across the board.

[HellKnightHicks]

IT did change the VE quite a bit. Higher numbers mean more efficient and more power? Cause thats what i take it from what im seeing.

[HellKnightHicks]

Exhaust warehouse delivering my pipes day after tomorrow. Cant be soon enough.
Fridged cold here appears to have bumped the VE quite a bit. so i didnt apply it.

[HellKnightHicks]

2084520846

Latest tune and log

[Supercharged111]

Shouldn't the iat sensor account for that?

[joecar]

IT did change the VE quite a bit. Higher numbers mean more efficient and more power? Cause thats what i take it from what im seeing.Higher numbers mean greater cylinder airmass, this means more torque...

( torque follows VE table... the VE table we have in g*K/kPa is actually cylinder airmass normalized for pressure and temperature )

and of course power is the product of torque and engine speed

( HP = TQ(ftlb) x RPM / 5252 )

[joecar]

Yes, IAT should have taken care of that...

let's go thru the log.

[HellKnightHicks]

Just got the exhaust together and my hearing back been pretty sick and had pressure in my ears. Horrible tinnitus.

Whats next on our list for tuning this puppy.

[joecar]

Get well.

Take another log to see what it's doing.

[HellKnightHicks]

2088120882

Latest tune and log using that tune.

Got the pan Evacs in will be installing them in a week or so in order to get the pcv out of the intake.

[joecar]

When tuning in OL:
your B4206 is enabled, the PCM will use STFT to trim any stoich cells in B3605... so for tuning disable B4206.


VE: the upward lump at 400 rpm 45-50 kPa can't exist, so try flattening it and see if it comes back (in which case, if it did come back, you would raise the surroundings).

MAF: those bumps can't exist, smooth it to fit the surrounding curve and see if they come back.

[joecar]

B3609: I usually set this table to 0.050 or zero.

[joecar]

Log shows LTFT2 going positive... check for airleak on bank2 (at exhaust/NBO2, or at intake manifold ports)...


hmmm, HO2S21 does not look correct... swap NBO2's left/right and see if problem follows NBO2.

[HellKnightHicks]

When tuning in OL:
your B4206 is enabled, the PCM will use STFT to trim any stoich cells in B3605... so for tuning disable B4206.


VE: the upward lump at 400 rpm 45-50 kPa can't exist, so try flattening it and see if it comes back (in which case, if it did come back, you would raise the surroundings).

MAF: those bumps can't exist, smooth it to fit the surrounding curve and see if they come back.

B4206 - Disabled

VE- Section lowered

MAF- I smoothed some spots but I really dont see any bumps. I have applied modifications on a per tune log update.

I thought bank 2 going up to 10% was odd. Sometimes there's a miss under certain conditions Im assuming its overfueling bank 2. I have a miss and somtimes smell the fuel

I have an extra Narrow band sensor its old but may be worth swapping out. May just disconnect it before driving to work tomorrow. There are new narrow band sensors in both banks I have checked the header gasket but not the collector gasket thoroughly for leaks.

Thanks for the tips. I knew there was more refinement i just didn't know where to go from here.

[Supercharged111]

I'll likely reread this while thread if I ever get my laptop talking to efilive again. I imagine this is only the beginning of the asspain.

[HellKnightHicks]

Reporting in

Did not unplug the sensor because from my understanding its not healthy for them.

The truck ran so much better today with the modifications you suggested to do for tuning.

The plans for this weekend are.

- To install PanEvacs
- Fix possible exhaust leak.
- Finish out the pipes
- Get started installing the A/C
- Barring everything is present Complete A/C install
I think thats a lot and doubt that ill make it that far. ( hopefuls as follows)
- Install new HVAC lights. One of my trade marks
- Re-Install Dash
-Pull Blue Truck into garash and begin removing engine

[joecar]

I'll likely reread this while thread if I ever get my laptop talking to efilive again. I imagine this is only the beginning of the asspain.Which laptop do you have, and which Win OS does it run...?

[joecar]

Reporting in

Did not unplug the sensor because from my understanding its not healthy for them.
Yes, correct, do not run the O2 sensor unpowered, it will foul and fail.



The truck ran so much better today with the modifications you suggested to do for tuning.

The plans for this weekend are.

- To install PanEvacs
- Fix possible exhaust leak.
- Finish out the pipes
- Get started installing the A/C
- Barring everything is present Complete A/C install
I think thats a lot and doubt that ill make it that far. ( hopefuls as follows)
- Install new HVAC lights. One of my trade marks
- Re-Install Dash
-Pull Blue Truck into garash and begin removing engine
This is what we live for, working on cars :cheers:

[HellKnightHicks]

Well I worked on the truck this weekend. Added the PanEvacs and piped the exhaust out completely to except for the Tips. I hate the mufflers that are on there... So ill be changing those.

I did patch up 2 small exhaust leaks on the passenger side. They didnt look like much but i figured that they may be contributing to my cazy readings on the passenger side.

Uppon getting the truck running the LTFT's on the passenger side with to like 25% and eventually OL-Fault Displayed while logging. I kinda have to go with a bad sensor at this point... Because I dont see any leaks and the readings are off the charts.

[joecar]

Let us know.

[Supercharged111]

When I had a bad sensor, you could watch it max out the voltage and just park there. No fluctuation or anything. Thanks to Joecar for learning me how to use that other style of map.

[HellKnightHicks]

Just created myself an Guide from this thread and updated a couple of my others.

Thanks again for all of your help.