Knock sensor and related parts

[doc_rock]

Moving my troubles out of introductions and here.
I've started working towards learning how this works, to try and get this car running right. It's never been 100%, but seems to have degraded over the last 3 years - granted a lot has changed on the car, and nothing to has changed on the efi.

It's a 730 ecm with a custom burned eeprom - that I don't know if it was burned to the car or an eBay purchase. I have however loaded the stock 730 bins from this site (90 y, 90 f 5.0, 90 f 5.7, s_aujp v6.0 and a manual transmission 5.7 conversion Dave w sent). The 5.7 conversion Dave sent ran the best of the burned chips, but was not as good as the custom burn i already had.
Running through various data logs, and trying to understand what all that means I've come up with more questions.
Hardware:
355 10:1 engine, forged and balanced crank, flat tops, gm lt4 hot cam with distributor gear, gm lt4 aluminum heads, roller valve train.
Car has brand new (<1000 miles) urethane mounts, timing set, balancer, exhaust gaskets and studs, plugs, wires, icm, coil, wires to coil and ecm, pickup coil, cap and rotor. Newish (<5000 miles) head gasket, map, o2, temperature sensors, transmission (t56 conversion) clutch, cross member and torque arm.
Base timing is set at 10 degrees which is as low as I can set it before the car dies with the est unplugged

Issues:
Continuous random misfire
Random Misfire under acceleration
Lack of power
Excessively rich exhaust (faint black smoke most times but nearly always burns your eyes)
Idling will slowly decrease until it can't run
Timing won't stay steady at steady rpm - I've always attributed this to timing light, but worth mentioning here
Random bucking and power drops at cruise on interstate
Usually after 8 minutes if driving it throws an ses light, but clears itself after another 10-12 minutes or a couple of shifts

Knock sensor: somebody here mentioned that exhaust banging around could set the knock sensor off.
How does the ecu react to an unplugged knock sensor?
Does it put it in limp mode, or just disable the input and throw a ses?
Does the knock sensor have any effect on fuel curve?

[84Elky]

Maybe a stupid question, but you are Speed Density, and not trying to run MAF with S_AUJP, right?

Need to post your .BIN and either a TunerPro .xdl log file or an exported .csv log file showing the issues you describe.

[doc_rock]

Maybe a stupid question, but you are Speed Density, and not trying to run MAF with S_AUJP, right?

Need to post your .BIN and either a TunerPro .xdl log file or an exported .csv log file showing the issues you describe.

It is definitely speed density. No maf, MAP sensor in the top of the intake over the number 2 cylinder. 1990 iroc, 1227730 ecm, originally ANFJ.
Let me organize the csv files and I'll get them posted.

[doc_rock]

S_AUJP is that bin and the log associated with it
The other is two log files from two roughly 30 minute drives.

[doc_rock]

These are logs from the chip that's in the car.

[84Elky]

Doc-Roc ---

DO NOT RUN YOUR ENGINE WITH THE BIN YOU POSTED!!!!

You have essentially taken the released v6 S_AUJP BIN and have only changed that shown below. Your bin on the left and released on the right. None of the spark, VE, etc. values in the Bin can be used as released. Most are merely examples to complete a table of data. A BIN contains a calibration that contains items which must be in accordance with the engine. They are edited with the XDF. And with your engine, and the v6 calibration, I'm surprised it even runs. MUST learn how to tune and enter appropriate values. More later, but DO NOT use the v6 BIN without making calibration changes!!!!!!
15671

Elky

[doc_rock]

No problem. I'm back on my original chip/bin.

[84Elky]

More ---
My recommendations. In order to use S_AUJP, or any other bin, you have to have a good "starting point" calibration (the data the code uses which is edited with the XDF file). Without that, no need to start engine or log.
1. If you don't have a Moates HDR6 adapter, go here and buy one ($10). It will allow you to extract a .BIN file from a chip using TunerPro:
http://www.moates.net/hdr6-memcal-readout-header-p-246.html

2. Install the custom eeprom and extract the BIN on there to a file. This is your "starting point"

3. Once you have completed step 2., you now have a calibration that needs to be transferred to S_AUJP. Go to the link below and download S_AUJP v6-4.zip and carefully read Appendix A of the "Must Read Me . . ." file:
https://www.thirdgen.org/forums/diy-prom/767540-s_aujp-version-6-released.html#post6345030

4. Follow the instructions to use a Hex Editor to copy the calibration from the custom bin to S_AUJP. Save the now-calibrated s_AUJP bin. You now have a starting point bin with a calibration that somewhat works.

5. Log this bin. But DO NOT hot rod it. Just do some gentle accelerations in each gear and some constant RPM/TPS periods of 15-20 seconds. At this point, no need to exceed 2500 RPM at any time.

6. Post up that log. It can be used to determine what needs to be changed to go to the next step.

HTH, Elky

[doc_rock]

Thank you sir!
I did not have that piece of hardware (and for some reason totally ignored it was possible. I have a couple of 3M test clips laying around, I was about to chop one up to fit that 28 pin chip, but for 10 bucks it's not worth cutting up a $20 test clip)

Ordered and on the way. Soon as it gets here I'll knock everything out step by step.

Thank you again.

[doc_rock]

More ---
My recommendations. In order to use S_AUJP, or any other bin, you have to have a good "starting point" calibration (the data the code uses which is edited with the XDF file). Without that, no need to start engine or log.
1. If you don't have a Moates HDR6 adapter, go here and buy one ($10). It will allow you to extract a .BIN file from a chip using TunerPro:
http://www.moates.net/hdr6-memcal-readout-header-p-246.html

2. Install the custom eeprom and extract the BIN on there to a file. This is your "starting point"

3. Once you have completed step 2., you now have a calibration that needs to be transferred to S_AUJP. Go to the link below and download S_AUJP v6-4.zip and carefully read Appendix A of the "Must Read Me . . ." file:
https://www.thirdgen.org/forums/diy-prom/767540-s_aujp-version-6-released.html#post6345030

4. Follow the instructions to use a Hex Editor to copy the calibration from the custom bin to S_AUJP. Save the now-calibrated s_AUJP bin. You now have a starting point bin with a calibration that somewhat works.

5. Log this bin. But DO NOT hot rod it. Just do some gentle accelerations in each gear and some constant RPM/TPS periods of 15-20 seconds. At this point, no need to exceed 2500 RPM at any time.

6. Post up that log. It can be used to determine what needs to be changed to go to the next step.

HTH, Elky

ok. I followed that, but I'm not sure I did it right - so before I post up any results - should it be running similar to the old chip, or similar to all the other experiences I've had.
It barely runs. There's no gentle acceleration, it bucks all over the place. But before I go through and do all the above again to see what I missed - is that expected behavior?

[doc_rock]

just stepped through everything, and I think I have it right.
The only confusion I have is a couple places where referencing all these files for copy/paste/etc gets confusing.
I'm assuming that I save a new S_AUJP file, and after that point in step 1.4 of the MUSTREADME doc, you would then call the S_AUJP you've saved out to, not the original.

or am I screwing up saving it off as a different name?

[84Elky]

just stepped through everything, and I think I have it right.
The only confusion I have is a couple places where referencing all these files for copy/paste/etc gets confusing.
I'm assuming that I save a new S_AUJP file, and after that point in step 1.4 of the MUSTREADME doc, you would then call the S_AUJP you've saved out to, not the original.

or am I screwing up saving it off as a different name?Looking at the 2 bins in your zip in Post #11, I have no idea what's been done.
JMD012-355-tpi-7730-6_08_06_JMH.bin: This BIN is total garbage ans is not $8d. Have no idea what it is.
S_AUJP v6-28jmh682020.BIN: This is essentially the released BIN without change.
So not surprised it won't run.

Let's go back to ground zero.

1.
Please post up the bin file you extracted from the "custom chip"

2.
Once that's available, I'll copy that calibration to S_AUJP and post it so you'll have a "starting point" bin.

But when you post your bin file, you also need to describe how you will burn that bin to a chip so it can be used, or what intermediary device you will be using in place of a burned chip.

[doc_rock]

Looking at the 2 bins in your zip in Post #11, I have no idea what's been done.
JMD012-355-tpi-7730-6_08_06_JMH.bin: This BIN is total garbage ans is not $8d. Have no idea what it is.
S_AUJP v6-28jmh682020.BIN: This is essentially the released BIN without change.
So not surprised it won't run.

Let's go back to ground zero.

1.
Please post up the bin file you extracted from the "custom chip"

2.
Once that's available, I'll copy that calibration to S_AUJP and post it so you'll have a "starting point" bin.

But when you post your bin file, you also need to describe how you will burn that bin to a chip so it can be used, or what intermediary device you will be using in place of a burned chip.

OK, now we're getting somewhere.
The JMD012-355 bin is what is running in the car. That's the BIN from the original chip. So let's step through how I got that off of the chip - and tell me if I did it wrong.
pulled the MEMCAL out of the car (7730)
popped it in the moates chip adapter with the cold start/limp home modules hanging off the back of the burner
notch on the chip pointed to the top
opened flash n burn and copied the file down
saved the buffer to bin

is that the right process?

[84Elky]

Doc ---
My sincere apologies. You need the HDR1 ($10) to extract the bin from a 7730 MEMCAL, and not the HDR6. Don't know what I was thinking. That's why the extracted bin is garbage. HDR6 is for 128K.
I talked to Moates and they will exchange it if you sent them an email and then they will provide instructions. For expediency, you might consider an out right purchase and then a return for credit. But do send an email or call at 225-341-3547. You might also talk to them about the proper procedure using your burner. I don't know because I use their autoprom and TunerPro. Again, apologies!

HDR1 instructions here: http://www.moates.net/documentation.php?documentation_id=12.

[doc_rock]

Doc ---
My sincere apologies. You need the HDR1 ($10) to extract the bin from a 7730 MEMCAL, and not the HDR6. Don't know what I was thinking. That's why the extracted bin is garbage. HDR6 is for 128K.
I talked to Moates and they will exchange it if you sent them an email and then they will provide instructions. For expediency, you might consider an out right purchase and then a return for credit. But do send an email or call at 225-341-3541. You might also talk to them about the proper procedure using your burner. I don't know because I use their autoprom and TunerPro. Again, apologies!

HDR1 instructions here: http://www.moates.net/documentation.php?documentation_id=12.

thank you!!!
I'll get on it right now with them - well - in between conference calls or whatever it is.
I'm beyond pleased we identified an issue - I hate throwing parts at anything.

I'll let you know when that comes back. Thanks again!

edit: So that also explains why everything was all strange in trying to compare the two .BIN, copy over the data (I had to copy the entire .bin, except for the last 10 or so lines) and nothing was the same in the file comparison.

[stew86MCSS396]

Maybe a stupid question, but you are Speed Density, and not trying to run MAF with S_AUJP, right?

Need to post your .BIN and either a TunerPro .xdl log file or an exported .csv log file showing the issues you describe.

@84Elky Can you take a look at Docs .csv log file of the one he says runs the best post #5..."Im not a smart man.." but it seems like it may be a open loop bin. Last time I did anything with '7730 was back in '05...

[84Elky]

@84Elky Can you take a look at Docs .csv log file of the one he says runs the best post #5..."Im not a smart man.." but it seems like it may be a open loop bin. Last time I did anything with '7730 was back in '05...The logs you reference do indicate OL, but the underlying issue is we don't know the source of the data being provided, if OL was intended (unlikely without using S_AUJP), etc. That's why I ignored them.

This appears to be a classic case of a "tune" being provided and it being used without any idea of what it contains. I've seen situations where inconsequential changes were made to a factory calibration and it was called a custom tune (fan on/off temps, TCC lock MPH, etc.). Happens all the time. Once the extracted bin file is available, progress can be made. Bottom line, it's impossible to radically modify a computer controlled engine and expect it to properly run without personally changing the parameters necessary for the desired performance.

[doc_rock]

Doc ---
My sincere apologies. You need the HDR1 ($10) to extract the bin from a 7730 MEMCAL, and not the HDR6. Don't know what I was thinking. That's why the extracted bin is garbage. HDR6 is for 128K.
I talked to Moates and they will exchange it if you sent them an email and then they will provide instructions. For expediency, you might consider an out right purchase and then a return for credit. But do send an email or call at 225-341-3547. You might also talk to them about the proper procedure using your burner. I don't know because I use their autoprom and TunerPro. Again, apologies!

HDR1 instructions here: http://www.moates.net/documentation.php?documentation_id=12.

OK, before I go and get this all sorted out with SAUJP - this is the .BIN file I pulled using the HDR1.

Does this look more like it should?

[stew86MCSS396]

It looks as it should. Didn't spend much time looking through it. It does have 29# injectors whereas stock 350 is 22#? If you use TunerPro's compare tool it appears AUJP is the starting bin as delta compare returns a lot of zeroes in the timing tables. Doesn't look like individual cells in the VE tables were tuned as it appears some areas tuner just dumped a +10 across the board. Sorry if didn't provide any more assistance. Happy tuning! :thumbsup:

[84Elky]

OK, before I go and get this all sorted out with SAUJP - this is the .BIN file I pulled using the HDR1.

Does this look more like it should?Yes, it's now reasonable, relatively reasonable. There are so many differences from a stock TPI that it's going to take a while to sort out. No reason for many of these changes, like spark latency; but that's what happens with a "custom tune". For example, you said in Post #1 that your base timing was 10 deg. The BIN is 6 deg. That's a problem right there. Don't change your distributor setting if in fact you are really at 10 deg at operating temp with bypass line disconnected. We'll just change the final calibration to 10 deg.

Let me look at it for a while and I'll be back with some recommendations.

Also, injector flow rate is set to 30#. What # injectors are you using?

[doc_rock]

Also, injector flow rate is set to 30#. What # injectors are you using?

That may be a place to start.

Who knows where these injectors came from. Orange tops, "Python" stamped in the plastic, and no other markings anywhere on the injector that I can find.

Searching for a python 30lb injector brings up a bunch of orange ones - so maybe that's what they were, but I can't find anything about quality of them. Scares me to death all I see referenced for them is Damford.

[84Elky]

That may be a place to start.

Who knows where these injectors came from. Orange tops, "Python" stamped in the plastic, and no other markings anywhere on the injector that I can find.

Searching for a python 30lb injector brings up a bunch of orange ones - so maybe that's what they were, but I can't find anything about quality of them. Scares me to death all I see referenced for them is Damford.Please don't take this the wrong way, but it's imperative you know details about the injectors, (and other things). A correct injector flow rate must be entered in the calibration because it affects fueling (VE table). And voltage offsets may also be important.

The attached file contains your custom chip calibration in a S_AUJP bin + ADX and XDF. I ran the bin as is in my car and all OK despite needing significant tuning. The only things I changed for you were (see TPro log file):
- Cylinder Volume from 713cc to 727cc (.030 over)
- Base Distributor Advance from 6 deg to 10 deg per your belief that is where distributor is set.
So if this bin does not run somewhat decently, there are other mechanical/electrical issues.

My recommendations:
- Make sure your IAC/TPS are properly set (Google for TPI instructions). Recommend 0.6v at 0% TPS
- Ensure your dist is set at 10 deg with bypass disconnected or change bin accordingly
- Increase idle spark from 20 to 21 or 22 deg and use those values from 400-800 RPM all kPas. Then at 1000 RPM, same value for 40-60 kPa. That makes spark always the same for idle. Smooth around 1000 area and transitions to off-idle.
-Despite AL heads, ensure you need that much spark above idle.
- User TPro difference tool and compare your new bin with the uncalibrated released S_AUJP bin. Pull into your bin any things that seem strange they were changed in your custom tune. Like:
---Switch 18 (0x018) - Bit 1 - Reset INT to 128 when in AE (Y/N)
---Spark Latency Correction (Should only be changed by someone on a dyno. Maybe the tuner copied that from some other tune. Should rarely be changed.)
---SPARK ADV, Temp. Correction .vs. Load .vs. Coolant Temp. Current settings providing too much spark below 133 deg. All entries should be 20.04 to match the coolant bias Scalar to yield 0 deg change
---PE Spark Adv. Is this really needed with all you now have?
---etc . . . . .

Bottom line, aside from spark and VE tables and a few Flags, can't assume use of anything different than the uncalibrated S_AUJP without a good reason.

And again, don't hot-rod it until tuned. See prior post with recommended procedure.

HTH, Elky

[doc_rock]

Please don't take this the wrong way, but it's imperative you know details about the injectors, (and other things). A correct injector flow rate must be entered in the calibration because it affects fueling (VE table). And voltage offsets may also be important.

The attached file contains your custom chip calibration in a S_AUJP bin + ADX and XDF. I ran the bin as is in my car and all OK despite needing significant tuning. The only things I changed for you were (see TPro log file):
- Cylinder Volume from 713cc to 727cc (.030 over)
- Base Distributor Advance from 6 deg to 10 deg per your belief that is where distributor is set.
So if this bin does not run somewhat decently, there are other mechanical/electrical issues.

My recommendations:
- Make sure your IAC/TPS are properly set (Google for TPI instructions). Recommend 0.6v at 0% TPS
- Ensure your dist is set at 10 deg with bypass disconnected or change bin accordingly
- Increase idle spark from 20 to 21 or 22 deg and use those values from 400-800 RPM all kPas. Then at 1000 RPM, same value for 40-60 kPa. That makes spark always the same for idle. Smooth around 1000 area and transitions to off-idle.
-Despite AL heads, ensure you need that much spark above idle.
- User TPro difference tool and compare your new bin with the uncalibrated released S_AUJP bin. Pull into your bin any things that seem strange they were changed in your custom tune. Like:
---Switch 18 (0x018) - Bit 1 - Reset INT to 128 when in AE (Y/N)
---Spark Latency Correction (Should only be changed by someone on a dyno. Maybe the tuner copied that from some other tune. Should rarely be changed.)
---SPARK ADV, Temp. Correction .vs. Load .vs. Coolant Temp. Current settings providing too much spark below 133 deg. All entries should be 20.04 to match the coolant bias Scalar to yield 0 deg change
---PE Spark Adv. Is this really needed with all you now have?
---etc . . . . .

Bottom line, aside from spark and VE tables and a few Flags, can't assume use of anything different than the uncalibrated S_AUJP without a good reason.

And again, don't hot-rod it until tuned. See prior post with recommended procedure.

HTH, Elky

Thanks, Elky. Sorry took so long, have family issues going on in Central FL needing tending to.
I do have a mechanical background, but it's old. Updraft carbs and magnetos, manual injection diesels and solid roller camshafts type of old. So essentially from heads down I understand it. Everything with a wire to it, in this context may as well be 100% new to me, so not going to offend me asking anything. I appreciate the help and if I get to the point where I've worn out my welcome - perhaps I'll have enough knowledge to not drown.

Loaded the BIN on a chip, and it runs fine - very similar to the old .BIN file from a sound/drive feel. It takes more spins to start it now, (that's something I've been paying attention to, and will troubleshoot later, but each .BIN I've loaded has had different characteristics when it fires up the car - I thought it fired up the car based on the cold start info on the original MEMCAL)

Done - Make sure your IAC/TPS are properly set (Google for TPI instructions). Recommend 0.6v at 0% TPS
Done - Ensure your dist is set at 10 deg with bypass disconnected or change bin accordingly
Don't know how - yet. - Increase idle spark from 20 to 21 or 22 deg and use those values from 400-800 RPM all kPas. Then at 1000 RPM, same value for 40-60 kPa. That makes spark always the same for idle. Smooth around 1000 area and transitions to off-idle.
Not sure I understand this. Is this in reference the above sentence?-Despite AL heads, ensure you need that much spark above idle.


- User TPro difference tool and compare your new bin with the uncalibrated released S_AUJP bin. Pull into your bin any things that seem strange they were changed in your custom tune. Like:
What does this do?---Switch 18 (0x018) - Bit 1 - Reset INT to 128 when in AE (Y/N)
What should this be?---Spark Latency Correction (Should only be changed by someone on a dyno. Maybe the tuner copied that from some other tune. Should rarely be changed.)
Does this indicate a need for a lower thermostat, or incompetence in original coding of the .BIN?---SPARK ADV, Temp. Correction .vs. Load .vs. Coolant Temp. Current settings providing too much spark below 133 deg. All entries should be 20.04 to match the coolant bias Scalar to yield 0 deg change
I am unsure. What modifications would necessitate a PE Spark advance? Is this primarily for pressurized applications? ---PE Spark Adv. Is this really needed with all you now have?
---etc . . . . .

[84Elky]

I do have a mechanical background, but it's old. Updraft carbs and magnetos, manual injection diesels and solid roller camshafts type of old. So essentially from heads down I understand it. Everything with a wire to it, in this context may as well be 100% new to me, so not going to offend me asking anything.Understand. Similar background, but understanding how to tune is absolutely essential with other than a stock engine. Might go here and browse:
https://www.thirdgen.org/forums/diy-prom/288763-prom-tuning-guide-book.html



Done - Make sure your IAC/TPS are properly set (Google for TPI instructions). Recommend 0.6v at 0% TPSJust FYI, your log indicates 0% TPS = 0.69v initially. But then later at 0%, voltage is either 0.69v or 0.71v. This should not occur. Possibly loose connection or not firmly affixed to throttle body. Know that anything >= 0.78v is considered to be a "NOT idle state" and will cause problems with how the code deals with things.



Don't know how - yet. - Increase idle spark from 20 to 21 or 22 deg and use those values from 400-800 RPM all kPas. Then at 1000 RPM, same value for 40-60 kPa. That makes spark always the same for idle. Smooth around 1000 area and transitions to off-idle.
Not sure I understand this. Is this in reference the above sentence?-Despite AL heads, ensure you need that much spark above idle.Something like this with your spark values. Don't worry about the spark ramp from 800 to 1000 RPM:
15759



- User TPro difference tool and compare your new bin with the uncalibrated released S_AUJP bin. Pull into your bin any things that seem strange they were changed in your custom tune. Like: What does this do? Switch 18 (0x018) - Bit 1 - Reset INT to 128 when in AE (Y/N)Disallows INT to be adjusted with the addition of fuel when in Acceleration Enrichment (AE). GM Factory and best setting.



What should this be?---Spark Latency Correction (Should only be changed by someone on a dyno. Maybe the tuner copied that from some other tune. Should rarely be changed.)
Use Factory values from the bin I sent: S_AUJP v6-28 ++AS RELEASED-NOT CALIBRATED++.BIN. Pull into your bin using TPro difference tool.



Does this indicate a need for a lower thermostat, or incompetence in original coding of the .BIN?---SPARK ADV, Temp. Correction .vs. Load .vs. Coolant Temp. Current settings providing too much spark below 133 deg. All entries should be 20.04 to match the coolant bias Scalar to yield 0 deg change. I am unsure.Not related to thermostat. It's a method GM used to add/subtract spark at given temperatures and kPas. Set all values =20.04 in the 2 items below and there will be no effect on spark. The difference between the Table and the Scalar is added/subtracted to commanded spark advance.
---Scalar: SPARK ADV, Coolant Based Bias
---Table: SPARK ADV, Temp. Correction .vs. Load .vs. Coolant Temp.



What modifications would necessitate a PE Spark advance? Is this primarily for pressurized applications? PE Spark Adv. Is this really needed with all you now have?GM used this increase spark while in Power Enrichment, likely because their fueling settings were pig rich and the extra advance was needed. Generally best to not use it and set all values =0. Properly configured, the main spark tables will provide the required advance.


A few other observations:
---Log indicates o2 sensor not connected. All data ~=450mv. Thus never in closed loop (CL), except at log sample 1912 when an errant reported mv=186 occurs outside 199mv and 699mv range (must be outside range for sensor to be declared active). Must have proper NBo2 voltage to ECM for CL, or will have to tune with WBo2 AFR or lambda because INT and BLM will always =128. Must correct this before proceeding with tuning (See attached Excel file).
---Was the car always in gear when idling? If not, trans wiring not correct because never show being in P/N. It is automatic, right?
---Regarding injectors. They appear to be 30# from log. But FYI, your engine likely only needs 24#. Leave the Flow rate constant at 30#/hr, but the VE tables will likely required major adjustment once you can log with the o2 sensor connected .

When you post another log after o2 fix, please also post your bin.

HTH, Elky

[doc_rock]

Hven't forgot, sorry for the delay. Ordered a new O2, but turns out the wiring for the o2 is all screwed up, so I'm having to pull apart the harness and trace it back as far as I can to get to good copper and splice back into it.
THey also powered the heated O2 off of a fuel pump line with a ghost tap - which makes me crazy.

[doc_rock]

A few other observations:
---Log indicates o2 sensor not connected. All data ~=450mv. Thus never in closed loop (CL), except at log sample 1912 when an errant reported mv=186 occurs outside 199mv and 699mv range (must be outside range for sensor to be declared active). Must have proper NBo2 voltage to ECM for CL, or will have to tune with WBo2 AFR or lambda because INT and BLM will always =128. Must correct this before proceeding with tuning (See attached Excel file).
---Was the car always in gear when idling? If not, trans wiring not correct because never show being in P/N. It is automatic, right?
---Regarding injectors. They appear to be 30# from log. But FYI, your engine likely only needs 24#. Leave the Flow rate constant at 30#/hr, but the VE tables will likely required major adjustment once you can log with the o2 sensor connected .

When you post another log after o2 fix, please also post your bin.

HTH, Elky

ok. back, maybe now i can focus on learning this thing.

Got the new o2 sensor in and wired, and it appears to be working. I'm getting readings from it now, and it's not throwing an SES light anymore.

It is a manual transmission now, with a Dakota digital speedo corrector installed, which is why i get all the weird flutterings at idle. i've reconnected all the wires, ran them down opposite parts of the car, run the ground directly to the body at the box, and still get the flutter - probably going to have to figure out what resistor needs to be soldered in to stop the flutter if it's required.

heres a current log and the .bin

[doc_rock]

When you post another log after o2 fix, please also post your bin.

HTH, Elky

o2 fixed, some of the parameters pulled from S_AUJP to this bin.

[trlrider]

84 Elky - another newbie here just learning allot. Your explanations are starting to clear up some confusion I have. All good stuff, thank you to you and the other experienced gearheads here that are willing to help.

[84Elky]

Sorry for not responding for so long. Been working on another project. Have looked at your BIN and the 2 logs of 8/5/2020. My comments apply to both logs.

Log Comments
- Engine is pig rich (10-20%) AT <= 80 kPa all RPMs and especially at idle. This is due to a combination of VE tables and possible injector flow rate. To start, I'd reduce VE tables 5% at <=80 kPa at all RPMs, and 10% at idle RPM
- Spark is too high despite AL heads because knock retard is occurring even without a slow knock count being reported. This is likely due to 10:1 CR and fuel. I'd reduce 5 degrees everywhere as a start and keep reducing until no retard.
- Constantly reporting Error 13 (o2 sensor voltage in narrow range for too long). Not critical because going into CL. I need to review the cause of this.
- Voltage appears low at switch and pump. Never above 13v. Should be 13.5+. Either you have a very well charged battery or alternator output not optimal. This will affect BPW due to voltage offset PW (see BIN comments below)
- No indication that car is out of gear. Not important, just strange

BIN Comments
- I would change the following back to Factory settings. These likely got changed in the "custom tune":
--- 0x5AC Decel Enlean, If NOT Active, Force INT=128 if RPM <=, from 900 to 1200
--- 0x5EA DFCO, If in DFCO SS, Added to TF-TPS%, from 0.0% to 3.13% TPS (I believe you have manual trans, so if changing this causes undesirable results, can always change back
--- 0x5EC AE-TPS, DFCO Stall Saver PW Adder, from 1.95 to 3.91 (ditto above)
--- 0x617 PE, % Change to AFR .vs. RPM (Lambda W) (see attachment for Factory values you need) Yours are totally screwed up. Some negative. This will affect calculated PE AFR and thus PW when in PE
16014
- Main Spark Table:
--- I'd increase SA at idle RPM/kPa from 21.04 to 23 or 24 degrees based on your high CR and high MAP at idle.
--- Spark at all kPas makes an exponential jump between 1400 and 1600 RPM. Wow!. Not what you want. The all-in spark is good at 3200 RPM. Take a look at this on how to build a Spark Table: https://www.thirdgen.org/forums/diy-prom/761049-spark-advance-table-example.html#post6301288
- If you have a Manual Trans, your MUST set this bit which is not currently set: Switch 18 (0x018) - Bit 2 - Manual/Auto Transmission Select
- Need to make the Changes to the ALDL Reporting Scalars to report a lot of info you're not currently seeing in a log (AE-TPS, AE-MAP, PE, DFCO, etc.) See bottom of page 26 of Readme in Appendix A. The ALDL Reporting Scalars are the first 63 Scalars in the XDF.
- Injector offsets:
--- Table at 0x40B: Injector PW Correction if PW < 3.90ms (Low PW Offset). Need to zero all values. They are adding undesired fuel at idle.
--- Table at 0x3FA: Injector PW Correction .vs. Fuel Pump or Ignition Switch Voltage. Need to change from the Factory Multec settings but you don't know what injectors you have. I'd use 75% of your factory values until you can determine what they need to be -- especially with your switch/pump low voltage. Won't hurt anything other than consistently adding less fuel, which is what you need.
- Unless you want it, I'd change all parameters that induce Highway spark and fuel (see S_AUJP Readme on how to disable)

HTH, Elky

[doc_rock]

Wow. I swear I've checked this once a week and never saw this reply. Was about to try to figure out myself. Thanks, Elky.
OK, first part is done (changed all the VE tables)
second part - Do you mean reduce everywhere as in reduce at the distributor, then in the code? Or did you mean reduce all the spark in the spark tables by 5 degrees? (I did that, and then realized you made mention of a change to the main spark table based on original numbers)
Electrical may have been a bad connection issue. It has a brand new 12SI on it - and also a new battery. But I was experiencing charging and grounding issues, and after pulling my hair out - the starter suddenly stopped working. Pulled it apart, and threw it in the trash, it had some pretty significant internal problems that may have been affecting voltage.
I suspect it's not indicating it's out of gear because the PRNDL switch is plugged in and set to "Park", and hidden under the console.

I've got a long road trip ahead, so I'll be spending some time reading through how to build a spark table. That was part of what brought me to this to start with was the feeling that the ignition system wasn't doing what it should. at certain temps, certain pressures, etc it acts like it's got a worn distributor cap, or frayed plug wires. it's nearly impossible to reproduce on command, but the way it acts when it does it is too consistent to be a fueling issue (I thought). THat's what had me chasing knock sensor issues.

Also: The bottom of Page 26 in the readme file for S_AUJP is the instructions on transferring calibration. Do I have the wrong readme? We've already done that, that's why we're fighting with bizarre changes that should never have been made in the BIN...

[84Elky]

second part - Do you mean reduce everywhere as in reduce at the distributor, then in the code? Or did you mean reduce all the spark in the spark tables by 5 degrees? (I did that, and then realized you made mention of a change to the main spark table based on original numbers)Sorry, but don't understand last sentence. You previously indicated the distributor was physically set at 10 degrees with bypass line off and 10 deg in the BIN as base distributor setting. If that's correct, then no need to touch any of that ever again. Merely reduce every entry ABOVE IDLE 5 degrees in Main Spark table. Then at idle, change ALL RPM/kPa values from 21.04 to 23 or 24 degrees. For example, all values at 20-100 kPa and 400 to 1000 RPM =23 or 24 deg. Once in CL, log idle in gear for 20-30 seconds and then log while driving at various RPM/MPH and post .csv file and .BIN. NO PE or hard accels, but do a couple of accelerations at low MPH in 4th to see if get knock under that load. Remember when you do those so they can be observed in the log.


I've got a long road trip ahead, so I'll be spending some time reading through how to build a spark table. That was part of what brought me to this to start with was the feeling that the ignition system wasn't doing what it should. at certain temps, certain pressures, etc it acts like it's got a worn distributor cap, or frayed plug wires. it's nearly impossible to reproduce on command, but the way it acts when it does it is too consistent to be a fueling issue (I thought). THat's what had me chasing knock sensor issues.Make the above changes before rebuilding the spark table so we have a base-line.


Also: The bottom of Page 26 in the readme file for S_AUJP is the instructions on transferring calibration. Do I have the wrong readme? We've already done that, that's why we're fighting with bizarre changes that should never have been made in the BIN...Don't understand "wrong readme". I think what you're referring to are the ALDL reporting scalars. If I recall, none of those changes were made in your BIN. Just verify that the values shown are in your BIN. If not, then change them. They do not affect anything other than to ensure those items are reported in a log.