Please take a look at my tune.

Ok, I do not know if I have all the correct peramiters changed for my conversion to 408, but I must say the car is now driving pretty good. Please take a look at my tune and my WOT scan. I am running SD, and I realy have no idea how to tackle the new multiplier tables next to my primary VE table. I think this is were I need to work to correct my AFR threw out 1st gear, right after I go WOT. I realy need some clearification on how this table works and effects the VE. I also have this large loss of timing right at the start of WOT that I am not sure what is causing it or what to do to fix it. If you look at the run while in 2nd gear you will see it is a little lean, but while in third gear it goes way rich, this seam strange to me and I have no idea why it would change like that as compared to each other.

Those are just what I see wrong at this time. I am hopeing some one will look this over and help me fine tune this the rest of the way in. I believe there is still alot of power left on the table here. I was expecting to make between 580 to 600 crankshaft hp with this combo, and I do not think I am close to that yet.

Thanks guys.

Am I ousted? I can not believe there is no response.

Anyone see anything wrong?

give me a bit I will gladly help you out..

Its hard to say because you are not logging burst knock but im guessing your huge loss in spark as soon as you hit wot is indeed burst knock.. you need to double or tripple this table..

spark control > spark retard > burst knock retard > enable delta cyl air
Labels 0 400 800 1200 1600 2000 2400 2800 3200 3600 4000 4400 4800 5200 5600 6000 6400 6800 7200 7600 8000
Enable CylAir Delta 0.04004 0.04004 0.04004 0.03003 0.02002 0.02002 0.02002 0.02002 0.02002 0.02002 0.02002 0.02002 0.02002 0.02002 0.02002 0.02002 0.02002 0.02002 0.02002 0.02002 0.02002

let me keep poking around I will let you know what else I find..

also.. if you are still tuning your ve you need to turn off stft and do it in open loop with your wideband. If your going to be changing the VE fuel trim learn needs to be off or you will just be chasing your tail..

your dfco is on as well which will cause a fuel cut off on decel. You need to smooth your ve table its pretty spikey in places. if you are also going to finish off your VE in open loop you need to change the EQ ratio to 1 everywhere otherwise commanded will not be 14.7... If you have any specific questions ill gladly help but I dont log on the forum much. shoot me a pm or aol im robul. gotta get back to work now good luck..

Thank you for the help. I normaly turn off LTFT and reset to 0 when I am doing the VE. I was thinking of doing the same for STFT. So you think I should turn them both off and reset for tuning the VE, I will do so tomorrow. I had an exhaust leak in my clamp at the end of my header on bank 1. I think this was what was driving my LTFT and STFT's out the roof. The WB and NB is very close to the end of my headers. I had the clamps removed and the exhaust welded straight to the header collector to try and seal it up. So I should be good to go there. DFCO? I am not sure how to do that part of it. The other thing that is throwing me off is I removed the MAF, and I went with SD enhanced OS thinking it would have tables for correcting the VE once the MAF is out of the equation. I think this is what the new table next to my VE table is for (the VE Multiply), but I do not know what to do with it or if it is in fact for the use I am thinking it is for. I will pm you letting you know I responded.

Thank you for the help.

once you go speed density all you have to worry about is the VE table and the PE table pretty much when it comes to fueling. Once you get the VE dialed in very close you shouldnt have to mess with it anymore. I run my car in 2 bar speed density with closed loop because I do drive it around from time to time. On a race car its probably best to run it in open loop. Try messing with that delta air table I bet that gets rid of your massive timing drop on WOT entry. And since you have widebands I would turn off both STFT and LTFT and keep closed loop enable off... Then use the AFR error table but make sure your EQ ratio is set to 1.00 accross the board.. Once you get the afr very very close and you have a nice smooth table you can then turn the o2s back on. Dont worry about that other table thats just something you would need to mess with if you have problems getting the idle afr dialed in on an open loop car.. just leave it at 1 accross the board..

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Originally Posted by Texas_WS6

DFCO? I am not sure how to do that part of it. The other thing that is throwing me off is I removed the MAF, and I went with SD enhanced OS thinking it would have tables for correcting the VE once the MAF is out of the equation. I think this is what the new table next to my VE table is for (the VE Multiply), but I do not know what to do with it or if it is in fact for the use I am thinking it is for.

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See attached picture to turn off DFCO. Set the circled temp to a temperature you will never reach (such as 284).

Also, unless you have a HUGE cam and a 6 speed, leave the VE multiply table to 1.0 across the board.

Ok, I wouldn't call my cam huge for a 408, it is 230/240 at 0.050". I will do as you say. Once I am finished tuning do I lower the DFCO back?

Quote:

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Originally Posted by Texas_WS6

Ok, I wouldn't call my cam huge for a 408, it is 230/240 at 0.050". I will do as you say. Once I am finished tuning do I lower the DFCO back?

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Sure, it is designed to increase mileage (just cuts fuel on deceleration, hence "Deceleration Fuel Cut Off". I had a TREX in my 346 (242/248 on a 110) and didn't need to use the VE multiplier, so I really doubt you will need it.

Something else I noticed, you need to set your P0101, P0102, and P0103 DTCs to 0 - MIL on first error to properly put it in SD. Also, if you try to tune in open loop, you need to set your OLFA table to 1.0 at operating temp.