logError code: ERR_WIN 0/0
Cannot open file "C:\Users\Owner\Documents\EFILive\V7.5\User Configuration\calc_pids.txt". The system cannot find the file specified
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I hope the log got there I can't open it anymore no scan or tune
I can see the log file...
Hmmm... DAT is high at 154F.
It is a blown motor so iat is in the upper plentom
Any more thoughts on getting the tools unlocled
OK, which one is the correct tutorial to follow? This thread here, or the .PDF file in the list of tutorials. They don't appear to be the same to me concerning procedures and sequence of steps.
Arghh.. I'm at the point where I'm supposed to paste the labels in the Column after copying with labels from B0101. Tutorial says that the "following labels should appear in the Col labels text field: ,15,20,25,30,35,......,105". Well not in mine. When I pasted into the MAP I'm creating, the text field labels are "2.2,2.9,3.6,4.4,........,15.2". So what did I mess up? Those ARE the labels in my B0101 table.
Those labes are fine if you want to work in PSI. Most people use kPa for the units when taking about vacuum.
OK I tried both no luck. Went to GeekSquad they said its not my computer its something I did in the EFILive sofdware. Now were do I go is there an EFILive teck soport line? If I uninstall and redownload will I lose all my files? I'm a computer dummy were do I go from here.
Well, I'm using the .PDF tutorial, and looks like there is an error in the PID list provided. The PID that the tutorial calls for says "GM.DYNCYL_DMA" for "Air Flow Grams/Cyl-Speed Density", but the actual PID (as best I can tell) appears to actually be called "GM.DYNCYLAIR_DMA". It's this kind of stuff in a TUTORIAL that drives me insane. A tutorial, in my opinion, is supposed to teach someone about the topic matter. It really can't teach very well if it is inaccurate.
One thing that might be a real snag for me is that this procedure appears to use long term fuel trims. Yet my tuner told me he disabled LTFT in my tune, and at this point I don't have a clue about how to re-enable them. I've got all the mechanical issues now straightened out on my car (knock on wood) so I want to delve into this tuning stuff, but I've still got some questions I am having trouble finding answers to. The main thing is that my tuner is using a sloped IFR table in spite of the fact that my fuel pressure regulator is vacuum mapped. My car does run pretty good, even after his quickie tune to get me running, so I don't know if the guy just has some tricks up his sleeve that my inexperience can't even begin to understand, or if he did not realize the FPR is mapped. So far I haven't been able to get an answer out of him about it. But it's something I'm sure I need to know before I do anything in the tuning at all, as this is pretty much the base level to even begin to step up into the real tuning.
CL or Closed Loop enable temp set to max temp disables LTFT.Quote:
One thing that might be a real snag for me is that this procedure appears to use long term fuel trims. Yet my tuner told me he disabled LTFT in my tune, and at this point I don't have a clue about how to re-enable them.
Or {B3801} Long Term Fuel Trim Correction, set to eneable/disable.
What I haven't seen that would make Open Loop tuning easier then disconnecting O2 sensors and DTCs is STFT and LTFT min and max? Set these all to 128 and no fueling correction.
Ah, thanks. I can see where he used two methods to disable LTFT.
B3801 set to disable, and B3802 set to 284 degrees.
I can understand there being a minimum coolant temp to enable LTFT, but what does a MAXIMUM coolant temp enable really do? If the LTFT are already enabled at, say 180 degrees, what happens if you set a max of 230 degrees and the coolant temps HIT that? No sense in enabling LTFT again, is there?
BTW, what would be a good coolant temp to set for the enable? I noticed that my coolant temps are generally around 195 while driving.
Thanks for your help.
I was suggesting LTST/STFT fuel trims, not enable temps. Your tune has this in differant scale then what I posted. Mine has nothing.
But in your tune min temp allows LTFT to become active and max temp turns LTFT off, relying on STFT only. LTFT memory is not much help if your engine is overheating...
OK, maybe I misunderstood what my tuner did. It appeared to me that he disabled B3801 AND also had the LTFT enable set to 284 degrees, which also effectively disabled LTFT. Does that sound right?
As for B3803, I guess it's just a terminology thing. To me I guess that would be the high temp that DISABLES LTFT, but it sounds more like negative logic saying that this is the MAXIMUM temperature that LTFT will be ENABLED. Of course, as you pointed out, if the engine is overheating what would disabling LTFT do anyway?
Thanks.
I'd have to test to be sure but either should turn off LTFT. Doing both was just safe.
If you look, one temp Enables when temps are coming up from cold, then there is a window of operation, then if it hits the upper/max it turns off.
OK. Well let me ask this: Do I actually NEED the LTFTs to be enabled for this CALC.VET procedure?
First paragraph in write up says...
Closed Loop is LTFT.Quote:
Calculate the entire VE Table from Idle to Redline RPM in a Single Log Session:
1. Tune Both Closed-Loop and PE Mode/WOT (simultaneously)
2. Calibrate MAF
3. Eliminate Trims
OK somewere in this I'm missing a step or something. My VE map is in #like 82.324and 85.436 but when I go right by the new Tutorial they end up being #like 1.325 up to like 3.42 witch sound like % to me but I've gone back and redid all the maps and logs and still get them. Were am I going wrong?????
I have a question for you experts. Instead of copying and pasting the calculated VE table into the tune as is, what would you think about doing it row by row. Let's say I want to do the 1600 RPM row... I use the normal ECT and TP filters, and then also filter out data under 1500 and over 1700 RPM. I think this would give a much better representation of the 1600 RPM row.
The issue I think I'm having is that when I log data on the highway, I'm spinning around 1750 RPM, which is almost halfway between 1600 and 2000 RPM, but all of this data is going to the 1600 RPM row. So my VE at 1600 RPM is too high because it's actually representing 1750 RPM.
Or maybe make the data table with increments of 2000 RPM and do some clever interpolation to make the final VE table.
Thoughts?
Where is this Calc.vet tuning tutorial I keep reading about? There's got to be more explanation than just the few steps listed in the first post of this thread. Yes, I've read the summary notes. The problem is that I have an analog wideband and can't get the proper PIDs. I think I have all the crap taken care of in calc_pid.txt. The first post does a good job showing things for a serial WB. I've done AutoVE before and had no problems with that writeup. But now I have a 5-pin MAF and don't want to screw with the wiring so calc.vet seems like a good option. What am I missing?
Hi tinindian,
Post #1 has all the steps and explanation...
it also shows you how to handle analog wideband:
the Calc-VET-summary-notes provide additional info to guide you along.Quote:
Originally Posted by Calc.VET thread