So im getting hang of it but seems like im jumping a little back and forth i cannot get my rpms up enough to read out I think im going in correct direction. My issue is, is whats the best way to edit the data that i cant reach like 6000rpms low and high map etc.
VE SD 1.hpt
ve sd 2.hpl
ve sd 15.hpl
VE SD 15.hpt
Looks to me like MAF isn't failed. DynAir is tracking with Mass Airflow most of the time.
Are you able to log Volumetric Efficiency Airflow?
I don’t believe that PID is available for me I failed the maf by frequency set at 0hz it throws p0103 code right away are you not able to see it failed correctly in the tune? Did I mess up the way of doing it disabled ltft disabled dfco set dynamic airflow steady state to 7000rpm aswell
I did notice it was logging the maf not sure if it’s the way the harness is with the iat connected through there, should it not read if failed? Or it will read but not adjust fueling
Looking into it I didn’t change the dynamic airflow disable rpm to 8000 and high rpm hyst to 7900 did I just waste a whole day lol?
Ok if you're getting P0103 it's failed. I don't see it in the log details for some reason.
Ok cool, so just keep going what I’m doing untill I’m close? The data I can’t log on the outer boundaries of the table what do you find is the best way to edit that data?
Places you can't hit require finess a bit of interpolation and common sense. High rpm request more fuel even if its a bit too rich in places you will never be or rarely be its fine. Look at surrounding data point and notice trends in the data and walk your imaginary pace to those area with best guesses. Takes some practice. Ultimately VE table should be nice and smooth. Its normal to have a valley or hill here or there especially low rpm and points of particular VE bumps because of manifold designs where you get a valley followed by a bump so keep these trends in mind as you move forward.
Yeah just keep pushing it out and get as much data as I can does it matter if I didn’t change my dynamic airflow settings at this point? Also I’m debating I got the pro link cable I’ve been doing this off fuel trims should I just pay the $250 for the pro feature set and tune via my wideband?
You can bring wideband in on the EGR 0-5v analog input on the ecu, leave egr enabled and log the voltage transform it into numbers using the custom maths. many guides you can research that
I never use fuel trims to tune since the 90's kind of a waste of time when you can just hit the wideband directly for exact numbers. Plus the narrowband targets lambda=1 which not ideal to begin with. Wideband has a narrowband inside it- tuning with narrowbands is like chopping off your thumbs. Why not just use the entire hand with the thumb included, the most useful part. But some people are used to doing it that way I say use which ever way you think is easier and comfortable.
I hand smooth the boundaries... Kind imagine the curve extending out to those regions and adjust by hand on the graph. Then smooth with the vertical and horizontal smoothing functions. It'll get easier and easier to hit more of the graph as you get your fuel better dialed in. Some cells you won't be able to hit at all. For instance lower RPM & Higher pressures were not possible for me to hit due to my torque converter clutch / auto transmission. I don't think I ever hit over 100 Kpa on the log either.
Probably you already know, but I tuned idle extensively before jumping into Speed density. When I got into speed density I tuned idle to cruise. Then worked out from there to WOT / PE. For WOT / PE I set things esentially to PIG rich. 10:1 AFR... as I shrunk the error I adjusted PE to 12.2:1
Been getting private coaching for my tune. I took notes in this video below:
https://youtu.be/G85_FbaziuM
Last edited by weinerschizel; 11-19-2023 at 06:01 PM.
Ok I appreciate it, so its not worth it for the pro feature set if i already have the cable?
I have a MVPI Pro, is that what you mean by Pro Feature set?
What did you say you were tuning?
You can only do some pretty basic stuff with fuel trims / narrow band but really to use a wideband O2. I tried it both ways and my fuel was pretty bad off the narrowband tune. You can only get idle and cruise in the ballpark with narrowband / factory sensors. PE isn't possible with a narrowband from what I understand.
By idle and cruise, I mean like under 3000 RPM and under 60 Kpa. Hope that makes since. That's all narrowbands can really do and at that they're not that accurate. Just good enough accuracy to keep engine from going too lean.
It’s a software upgrade to allow you to log 2 analog and 1 can bud input with an aftermarket cable that plugs into the mpvi2+ so I could run wideband boost if I was running it fuel pressure etc right into the logger I didn’t know about using the egr pinouts untill today
Back in the day before logging widebands was really at thing I would just watch the wideband gauge and remember what it said then tune the ECU based on memory. I tuned my car like that before I was so lazy to hook up the EGR thing to the wideband and did pretty good. Im just saying there is more than one way to skin a tune file and hooking up the wideband to the logger although nice and powerful tool is not necessary to get a rough or decent tune file going to drive on. Also keep in mind when using analog inputs there is a voltage offset so the gauge may read differently than the log depending on the electrical load and other variables, gota watch out for that.
Do I run my wideband cable into the plug where the feed is the egr pintle then do I have to tie ground into that circuit aswell? Or is it the 5v reference I use the write up doesn’t get too specific on that
Some AEM wideband have a brown analog wire ground you can tie with the ECU to where the ECU is grounded, this will help level the analog voltage offset
If the wideband doesn't have the brown analog ground wire and only has a single black wire you can ground this where the ECU grounds to the chassis or near that it might help.
What you don't want is the wideband grounded directly to the battery ground or far from the ecu grounds.
So the wideband has its power and grounds, and there is a white analog voltage output wire, this goes to the 0-5v EGR input on the ECU.
Then use the custom math parameter in scanner to generate a/f from the egr input voltage.
I think I covered the egr setup stuff here in this video
https://www.youtube.com/watch?v=bxdunKU9mnY
Since i Never use fuel trims and only VE forced induction applications for 25 years this is how I methodology and common sense for my way, it isn't the only way
I leave in open loop so I can target more ideal a/f like 15.5:1 for example, far from lambda=1 , I do not have narrowbands
So the auto meter part number 5779 has a daylong output one wire is reference and one wire is ground so pretty much set it up where it is all wired into the ecm egr pintle position and egr ground pin 55 and 41 respectively then setup the logger in that videoF4F27556-6EFD-4D79-B3D2-AB815E72EB5C.png here’s the diagram plug the wideband wires into there then set up the logger how you did and ditch the stft and ltfts all together? My only concern is it’s not reading both banks I have it 6in behind shorty header collector at 9oclock so it’s only reading one side
This simply is not true. Narrowbands are very accurate for what they're intended for. On the flip side, it's actually aftermarket widebands that are notoriously inaccurate. For ANY street driven vehicle I always recommend using the fuel trims to dial in idle and anything part throttle. Leave the wideband for tuning WOT.Originally Posted by weinerschizel
Don't do that. It's a hack way of tuning a streetcar. If this is intended to be a street driven vehicle, leave it in closed loop.
Last edited by edcmat-l1; 11-20-2023 at 02:48 PM.
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