New Tuning Tutorial: WeathermanShawn

[mr.prick]

Ve is in g*K/kPa

What is g?

[joecar]

g is the abbreviation for grams...

[mr.prick]

Grams per second?

[5.7ute]

Grams per second?

No. Just Grams.

[TunasTwins]

Here's the log I made following the tutorial. Most of the values seem plausible. I also attached a excel file with my stock VE table in grams/cyl-converted to %VE. The excell has filtered data, the log is a virgin. I did experience a little bit of knock retard which was odd. Now I just need to figure out the EASIEST way to convert the EFI Live table to a tunercat friendly table.

[WeathermanShawn]

Yea, it looks like you got everything right..and the results look valid.

As far as the KR..Well, it looks real. If it was just 'Burst KR", it might reduce your timing, but not show up as KR.

See, without the wideband..can not tell your AFR at WOT. A good test might be to just knock your Spark Advance down 4-5 degrees at WOT, and see what happens. The only other issue that can cause KR is 'noise'..tranny, exhaust pipes, etc.

For now, I would assume it is legitimate KR and reduce your timing until you can determine your WOT AFR.

Otherwise, the results look valid. Thanks for helping..

[5.7ute]

Here's the log I made following the tutorial. Most of the values seem plausible. I also attached a excel file with my stock VE table in grams/cyl-converted to %VE. The excell has filtered data, the log is a virgin. I did experience a little bit of knock retard which was odd. Now I just need to figure out the EASIEST way to convert the EFI Live table to a tunercat friendly table.

What is the difference with how Tunercat display the table compared to Efilive?

[TunasTwins]

I noticed my VE has increased as much as 9%. I thought VE decreases with engine life?? As far as the knock, my high and low tables are the same right now so getting the low table back in order may take care of that. The next step is adjusting my O2 switch points to compensate for the E10 here in Atlanta. That should be a nice follow up: the effects of lower switch points and E10 on the VE table. Should it make a difference? I wouldnt think not but we'll see. Thanks again. I'll report back after the next log.

[WeathermanShawn]

Your VE Values might have increased just due to the nature of the 'charge temperature' in the formula. Adding ECT/IAT blending will almost always add a little more DYNAIR than CYLAIR alone. But, that is good. If your MAF fails, you will have accurate fueling in closed-loop..(part of the point of the CALC.VE Table Pid).

I have played around with some of the O2 switch-points. I eventually just settled on whatever O2 value would give me stoich. I have seen it make a significant change on Idle AFR's when you change it.

Can you expand on the Tunercats vs EFILive?

[joecar]

Ok, even tho V2 displayed DYNAIRTMP_DMA 10x too big (firmware bug), the scantool sees the correct value...

VE[%] looks good, matches my stock B0101 (I'm all stock since I had remove my LT's for smog test a few months ago... wb is not on either).

VE[g*K/kPa] is off, but it is proportional to VE[%], so this means I have to discover the correcting constant (I have to do a units analysis see what is missing).