I found the missing PID's. Here is the first scan to look over. I have already made the first adjustment and it was showing rich but my WB still shows lean in the truck.
I found the missing PID's. Here is the first scan to look over. I have already made the first adjustment and it was showing rich but my WB still shows lean in the truck.
Something is wrong there. Post the tune you ran with this log
This is the tune that I used when I started scanning.
I'm not 100% sure what to look for based on your response to something not being right, but I found that the ECT vs. IAT wasn't maxed out so the truck was going into closed loop once it got to 149 degrees. I made a couple of changes and ran another scan and now the LTFT table is errored out and all cells are now showing 1.56.
Last edited by 400Horses; 1 Week Ago at 10:31 PM.
The ECT vs IAT table looks good/stock to me so no issues there. Do you have your stock tune? If so post it so I can compare a few things.
Looks like your Bank1/Bank2 mv have been played with to me. That would explain why the O2's are pulling it lean and your struggling to understand why. 500mv or so should be stoich but yours are currently set for 400 (leaner)
Also, before your next log do 2 things. First in your scanner click the special functions button and clear LTFT. That should be done before every log if your tuning in CL. Second, go into your tune under Fuel -> Open Loop -> and disable "STFT Open Loop". Not really sure why GM even has that as an option. Makes no sense to me
I think your right on the O2's. Back when I first started tuning the truck when you figured out the secondary VE had to be done first. It was suggested to make an adjustment to the O2's to see if it would help. Not sure who but I remember doing it. This all took place with the 30# injectors and the stock fuel pump in the truck. I will set the O2's back to stock settings and wait for you to look it over for anything else before I load another tune.
I made the O2 changes and disabled the STFT. Everything else is the same for LTFT+STFT VE tuning. I also verified fuel trims zero'd out.
That's much better but your O2's look to be reading about 2-4% lean. If it were me, I would set your Bank1/Bank2 tables to 500mv across the board and go for another log. That should give you some solid data to go off of and make your next VE adjustments.
Your already pretty close, probably within 4% or so for what I could see of the VE table in that log. On your next log make sure your only recording once your ECT is fully warmed up. Looks like this one started at about 154 degrees.
This is the scan with the O2's bumped to 500 and zero'd O2's. See if this is more in line with what you are wanting to see.
Looks pretty good now, still some weird lean spots on very low load situations but the second you give it the smallest amount of throttle it comes right back to 1 lambda which is great.
I would say your previous issues are behind you now. That new fuel pump was key. Tune away
Have you tried any WOT pulls yet?
I haven't done any WOT pulls yet. I wanted to make sure I had EVERYTHING right with the new fuel pump. I didn't need another hydrolock situation like the 1st motor.
I have one more tune that I want to load from the scan I just shared then I will enable everything and see what happens.
I do know that the breaking up at 3k + is gone, but I don't understand why my VE graph is still so rough. I don't want to mess with it though and create more issues and tuning time.
I also don't understand why my WB has still been reading 15-16.50 while I have been doing the LTFT+STFT tuning but the O2's are not.
There is about an 18" gap between the short trim O2 and the WB, but I didn't thing there would be that much of a variance.
Last edited by 400Horses; 1 Week Ago at 06:11 AM.
Highlight the entire VE table and click the smooth button once. That will blend everything out, then you can go out and log for any fine adjustments.
As far as the wideband being off, I would imagine part of it is because of your cam but I would still check for leaks around the O2 bungs and headers. It's really only off at idle and a little above so it's not hurting anything in those areas. Even with that being said, the weird part to me is that the second you put any load on the truck everything lines right up. You even got into power enrichment a little in the last log and you were spot on your target according to the wideband.
This is the latest and greatest. However, now the truck is searching between 3rd and 4th gear when cruising. As I dialed in the VE closer and Closer it got worse each time. It doesn't do it in when VE tuning. Only when I turn all parameters back on.
I'm confused, you said it doesn't do it while in VE only, but it got worse as you were dialing in the VE table? Also describe "all parameters". Enabling closed loop? MAF and VE together?Originally Posted by 400Horses
If your feeling up to some more testing, here is 2 tune files. The first one (Stock OS) is the tune file you just posted but edited by me from the log you posted as well. The only things I changed is are the Primary and Secondary VE tables.
The second (Speed Density OS) is a custom OS that has a few enhancements. It is an identical tune to the "Stock OS" one I posted but you'll see that the secondary VE table is now replaced with a multiplier so there is much less confusion with calibrating. Only one table to worry about (The way it should be). It also has the option to use "real time tuning" which can be handy at times. In order to flash this tune, you have to write it using the "WRITE ENTIRE" option or it will not work.
I'm not sure if any of these will fix the shifting issues but I'll admit I have no idea why it would only act up when enabling/disabling certain fueling modes. That being said, I have always had good luck with custom OS's on gen3 vehicles.
To explain in more detail: While I am doing the LTFT+STFT tuning and dialing in the VE the trans shifts hard and deliberate. When I enable the STFT and MAF and let the PCM take over for controlling with the narrow bands the shifts soften and the 3-4 shifts take place when they are suppose too.
However the trans acts like its searching for 4th/lockup. When driving it will shift to 4th, and at around 50+ if you let off of the throttle it acts like its down shifting to 3rd and the rpms go up but the scanner is still showing 4th gear. You have to accelerate to get it to lock out again. Each consecutive time I made the changes to the VE table and enabled the STFT and MAF it has gotten worse.
Right now this is the tune I have loaded to run. It is the last adjustment that has worked out the best: 99 Silverado new 255 fuel pump and 50# injectors VE tuning LTFT+STFT 9.hpt
I made some adjustments to help with the idling when I first started tuning to help with a stalling issue. Is there any possibility that those changes could have caused some of the issue? I also used bluecat and made some trans adjustments.
Is there any possibility that the MAF not being 100% dialed in could be causing the transmission issue? I haven't done any MAF tuning since doing the LTFT+STFT VE tuning. I wasn't able to get the higher rpms for the MAF because of the fueling issues before the new fuel pump so I didn't think about it. I was focused on just VE tuning.
Last edited by 400Horses; 4 Days Ago at 06:47 AM.
Go to Trans diag. Set your max line pressure for DTC P0101/2/3 to disabled.
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I have been doing that when I do my VE tuning. The problem is when I enable the MAF/STFT and reset the DTC for P0101/2/3 that is when the trans starts acting up. It shifts when its suppose to and stays in gear when I am in SD or LTFT+STFT tuning for VE.
The exact way you describe the situation in the paragraph I quoted is caused by NOT turning off the max line pressure. Read that paragraph again. That tells anyone who does this on the regular that you have max line pressure in SD and it goes back to mush when you re-enable the MAF.
There is no reason for the trans to soften up in MAF mode unless you have max line pressure in SD.
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All 3 of these files have max pressure enabled. So I think you're incorrect in your statement. Your own explanation says so.
99 Silverado new 255 fuel pump and 50# injectors VE tuning LTFT+STFT 11.hpt
99 Silverado Speed Density OS.hpt
99 Silverado Stock OS VE Change.hpt
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Ah, I miss understood what you were explaining.
I always make sure I fail on 1st for po101/2/3 so it gives me the SES on my dash when I am tuning the VE.
When I am tuning the MAF I make sure the po101/2/3 are set to fail on 2nd so I don't get any codes while driving.
You are telling me I need to turn off my max line pressures?
When I re-enable the MAF and STFT and load the tune the line pressures drop and it doesn't shift as hard which I am ok with. It is the inconsistent shifting between 3-4 that I am concerned with. Because it doesn't do it when I am in SD tuning.
The VE tuning LTFT+STFT 11 tune that you looked at should have the MAF failed for VE tuning. If it isn't I will have to check the tune when I have access to my laptop.
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