Long time looker, first time poster. Looking for live help.

[gbrytxctryby]

Here it is guys,

I have looked through the tutorials, I have watched every video I could find, spoke to everyone that would listen and I thought I had a slight grasp on TunerPro but it seems that each change I make isn't right.

I am here to ask for someone that would donate a little time via teams or zoom to help me understand tuning a bit more. DM me if we can set something up. I want to learn this! TIA

[ralmo94]

Here it is guys,

I have looked through the tutorials, I have watched every video I could find, spoke to everyone that would listen and I thought I had a slight grasp on TunerPro but it seems that each change I make isn't right.

I am here to ask for someone that would donate a little time via teams or zoom to help me understand tuning a bit more. DM me if we can set something up. I want to learn this! TIA

What are you working on?

[gbrytxctryby]

2002 Camaro Z28 SS SLP w/ long tubes and x-pipe duals.

[ralmo94]

2002 Camaro Z28 SS SLP w/ long tubes and x-pipe duals.

Do you have the os number from your pcm, have you been able to pull a bin file from it yet?

[gbrytxctryby]

It's a 2156. I have the bin, XDf, and Definition file. I have done a little bit of tuning just haven't gotten the results I expected. I have the stock unmolested file saved.

I will be installing the AFR kit tomorrow. I was trying to get it closer with narrow bands.

Also, please assume I know my way around a computer very well. Not so much around the EPROM.

[ralmo94]

What did you attempt to change? VE table?, MAF curve? Exceterea ?

[gbrytxctryby]

I turned off CAGS, the rear O2 sensors, and at one point disabled the MAF to tune the CL VE table. Can’t say for sure that I did that right. But that part seemed to go well.

I installed the new exhaust this weekend and can’t find the process I used to do that before. So, I’m a bit stuck.

[ralmo94]

To run speed density you have to fail the MAF. There is a fail frequency low and high. They are set so if a maf fails it trips a code and runs SD.
Change the frequency to a low number like 5hz, so it fails right away. You need it to trip the dtc though so I usually leave it to turn on the check engine light for confirmation and change it from 2nd error to 1st error

[steveo]

Also, please assume I know my way around a computer very well. Not so much around the EPROM.

it's a moderate learning curve

tunerpro is easy to use, but how easy it is to tune with depends on the quality of your definition file, how things are labelled and commented and organized.

once you've turned a few things on and off in tunerpro and understand the basics, which i'm sure you already do....you just might not be changing things correctly...you need to work on your datalogging skills

having a spark advance, VE, or power enrichment fuel adder fuel table in front of you does you no good if you can't:

- understand how to drive to log effective data
- understand how to interpret and analyze that data

you say you know your way around a computer, how are your excel skills? they can be really valuable when you're faced with 10,000 log events and need to do something with them.

also how's your high school math? lets say you have an ECM output of 25, and a desired output of 30. do you understand that you'd likely need to scale something affecting that output by 1.2 to achieve the target (since 30/25=1.2 in other words there is a 20% increase required)

then what tuning really is, you want a sampling of achieved air fuel ratio (from a wideband in open loop, or trims in closed loop) that you use to identify a SIGNIFIGANT FUELING ERROR. you want to identify a region of a table that affects that erroneous fuel decision, and scale it to achieve your target.

i have this tool trimalyzer i wrote that chews up a log, filters it, and spits out a table of fueling errors in whatever shape/size you want, but you can use excel too

same kinda thing for spark, you can advance spark a little bit where you think it needs it, and afterwards log to identify any signifigant spark errors (usually knock would be the indicator). then blah blah same as above.

keep in mind the factory calibrations can actually be pretty good, so if you find yourself making dramatic changes to them, you might be screwing up somewhere. unless you have a heavily modified engine, it wouldn't be typical to see a 20% fueling error, or having to add 9 degrees of spark somewhere, for example.

[gbrytxctryby]

To run speed density you have to fail the MAF. There is a fail frequency low and high. They are set so if a maf fails it trips a code and runs SD.
Change the frequency to a low number like 5hz, so it fails right away. You need it to trip the dtc though so I usually leave it to turn on the check engine light for confirmation and change it from 2nd error to 1st error

Sorry it’s been a few days and I appreciate the information. Would disconnecting the MAF accomplish this?
I got my wideband installed this weekend and would like to use it to tune. I know I need an ADX file that is set up for accepting that input. Do you know where I can find this?

[gbrytxctryby]

it's a moderate learning curve

tunerpro is easy to use, but how easy it is to tune with depends on the quality of your definition file, how things are labelled and commented and organized.

once you've turned a few things on and off in tunerpro and understand the basics, which i'm sure you already do....you just might not be changing things correctly...you need to work on your datalogging skills

having a spark advance, VE, or power enrichment fuel adder fuel table in front of you does you no good if you can't:

- understand how to drive to log effective data
- understand how to interpret and analyze that data

you say you know your way around a computer, how are your excel skills? they can be really valuable when you're faced with 10,000 log events and need to do something with them.

also how's your high school math? lets say you have an ECM output of 25, and a desired output of 30. do you understand that you'd likely need to scale something affecting that output by 1.2 to achieve the target (since 30/25=1.2 in other words there is a 20% increase required)

then what tuning really is, you want a sampling of achieved air fuel ratio (from a wideband in open loop, or trims in closed loop) that you use to identify a SIGNIFIGANT FUELING ERROR. you want to identify a region of a table that affects that erroneous fuel decision, and scale it to achieve your target.

i have this tool trimalyzer i wrote that chews up a log, filters it, and spits out a table of fueling errors in whatever shape/size you want, but you can use excel too

same kinda thing for spark, you can advance spark a little bit where you think it needs it, and afterwards log to identify any signifigant spark errors (usually knock would be the indicator). then blah blah same as above.

keep in mind the factory calibrations can actually be pretty good, so if you find yourself making dramatic changes to them, you might be screwing up somewhere. unless you have a heavily modified engine, it wouldn't be typical to see a 20% fueling error, or having to add 9 degrees of spark somewhere, for example.

Maybe I will start my logging again from factory. I feel like I made around 10% corrections to my stock VE. That being said, there’s a “high” point in my curve. Also, I’m still seeing lean conditions at higher MAP readings.

To answer your questions, I am damn good with excel. I wrote a formula when I was tuning before (STFT/LTFT) and I think it did a pretty good job dialing in the VE in the areas I could data log. Unfortunately, like most, I don’t have a dyno to play with all day so street tuning only gets the mid portion of the table.

I’m also showing lean conditions at the higher rpm’s where I haven’t changed anything.

All things considered, I think I want to dial in an SD table and run OL permanently. If I unplug the MAF, will it fail the same as changing the frequency?

Better question, could I use the MAF wire the input my wide band into the ecu since I have an ADX file that already sees that data?

[ralmo94]

Most tie WB into egr pintle position. It is a 0-5 vlt input just like WB controllers put out. MAF won't work, it's frequency.
You will have to set up adx for the scale of your WB. It should come with a scale of how many afr = 5vlt and 0 vlt. There are videos on YouTube about it.
Even if you unhook the MAF you should still set the code to report on first error. Otherwise you may get a start then stall.
If the IAT is part of the MAF, I think it is on your car, you need to leave it plugged in.
If the fail frequencies aren't defined in your xdf, you can use universal patcher.

[ralmo94]

Also, when you tune your VE, you should make guesses to the area you didn't log, and make sure it is linear. Higher map should have a higher figure, should also increase with rpm, but taper off after peak rpm of your cam.

[gbrytxctryby]

I have made some progress. As it turns out, I was doing things correctly, but if your fuel pump is only putting out 5 PSI, you'll never get it tuned...

I installed the wire from my wideband output to pin 55 (EGR +5V signal) on my PCM, and I have confirmed that the data is coming through the PCM by using PCM Logger, and I can see the real-time data for the EGR Voltage, and it coincides with my AFR gauge.

However, I now need a way to data log the EGR voltage through DA in TunerPro. I can't find the information to add the TX, RX, and MACRO to my ADX file.

There are many videos on YouTube about HPTuners and wideband, but not so much TunerPro. I can't seem to find anything showing me how to create an ADX or anything else.

Does anyone know the HEX string for creating the proper (Channels) in the ADX file?