Anyone good at tuning for emissions test?

[Hellbilly]

Perhaps the WBO2 tuning spreadsheet available here will help with figuring out the changes: http://www.gearhead-efi.com/Fuel-Inj...ng-Spreadsheet

Thanks Dave . I'll take a look this afternoon

[dave w]

Screen capture WBO2 spreadsheet:

Fuel - WBO2.jpg

[Fast355]

Screen capture WBO2 spreadsheet:

Fuel - WBO2.jpg

It definitely needs the PCM put into open loop, the canister purge valve disabled, the DFCO disabled and needs a good VE table adjustment. Fueling alone could be causing most of his issues.

[Hellbilly]

It definitely needs the PCM put into open loop, the canister purge valve disabled, the DFCO disabled and needs a good VE table adjustment. Fueling alone could be causing most of his issues.

Are you saying that based off Dave's screenshot or my logs? I don't think his screenshot was of any of my logging.

[Hellbilly]

Screen capture WBO2 spreadsheet:

Fuel - WBO2.jpg

I'm not to good with Excel. What is the easiest way to copy the csv info to the worksheet? My csv from a log today has columns in a different order than the work sheet. I copy and pasted individual columns to make it work, but that could take forever on a longer log. Is there a quick way to move columns so the whole page can be copy/pasted quickly?

[ralmo94]

I'm not to good with Excel. What is the easiest way to copy the csv info to the worksheet? My csv from a log today has columns in a different order than the work sheet. I copy and pasted individual columns to make it work, but that could take forever on a longer log. Is there a quick way to move columns so the whole page can be copy/pasted quickly?

Maybe this will help

http://www.gearhead-efi.com/Fuel-Inj...-with-WIDEBAND

[dave w]

I'm not to good with Excel. What is the easiest way to copy the csv info to the worksheet? My csv from a log today has columns in a different order than the work sheet. I copy and pasted individual columns to make it work, but that could take forever on a longer log. Is there a quick way to move columns so the whole page can be copy/pasted quickly?

The attached .adx is the one I use for the WBO2 spreadsheet.

Please post a short data log using the attached .adx to verify TunerPro RT settings and spreadsheet are working correctly.

[Hellbilly]

The attached .adx is the one I use for the WBO2 spreadsheet.

Please post a short data log using the attached .adx to verify TunerPro RT settings and spreadsheet are working correctly.

Thanks, I figured it out though. Mine was adding columns for lambda and wbo2 voltage so it threw the columns off. Just left those out when exporting.

Now my question with this process is... I've made one set of corrections using this so far and it didn't seem to change AFR much, if any. Isn't the pcm going to keep correcting itself with blms as I change VE tables? So for example if my truck is currently cruising at a blm of 128, and WBO2 is saying 15.5. If I increase VE table slightly, the PCM is going to move to a lower BLM and WBO2 won't move right? Or am I thinking about this all wrong?

[dave w]

The screen captures below are from a California tune I helped with a few years ago. Several data logs (same chip / one week of data logs to/from work) were combined for a total of about 120,000 records. The conclusion I see is BLM's and AFR's contradict each other.

Surrounding fuel table cells affect each other, interpolation is needed. I think an engine at light load and low RPM's needs less fuel than an engine at heavy load and high RPM's. I think an engine accelerating from ZERO MPH to 70 MPM needs more fuel than an engine maintaining 70 MPH, which causes peaks and valleys in the fuel table.

Basically, adding more fuel to a fuel table cell lowers the WBO2 AFR (more rich). For example fuel cell 70 KPa / 2400 RPM is currently 65 with 15.2 AFR. The math is 15.2 (actual AFR) /14.7 (desired AFR) = 1.034014 The correction is 65 x 1.034014 = 67.21088 I simply IGNORE what BLM's do when I tune with WBO2. I consider WBO2 a more accurate tool.

Some tuners use WBO2 open loop only, which might be necessary to pass emission? Typically an AFR of 14.7 is optimal for emission testing with E10 fuel.

BLM - Near Idle.jpg

Near Idle.jpg

BLM - Off Idle.jpg

Off Idle.jpg

[Hellbilly]

The screen captures below are from a California tune I helped with a few years ago. Several data logs (same chip / one week of data logs to/from work) were combined for a total of about 120,000 records. The conclusion I see is BLM's and AFR's contradict each other.

Surrounding fuel table cells affect each other, interpolation is needed. I think an engine at light load and low RPM's needs less fuel than an engine at heavy load and high RPM's. I think an engine accelerating from ZERO MPH to 70 MPM needs more fuel than an engine maintaining 70 MPH, which causes peaks and valleys in the fuel table.

Basically, adding more fuel to a fuel table cell lowers the WBO2 AFR (more rich). For example fuel cell 70 KPa / 2400 RPM is currently 65 with 15.2 AFR. The math is 15.2 (actual AFR) /14.7 (desired AFR) = 1.034014 The correction is 65 x 1.034014 = 67.21088 I simply IGNORE what BLM's do when I tune with WBO2. I consider WBO2 a more accurate tool.

Some tuners use WBO2 open loop only, which might be necessary to pass emission? Typically an AFR of 14.7 is optimal for emission testing with E10 fuel.

BLM - Near Idle.jpg

Near Idle.jpg

BLM - Off Idle.jpg

Off Idle.jpg

I appreciate the help so far Dave. My fuel tables are now starting to exceed 100 at fairly low RPM, and I still need more fuel. I've already lied and set injector flow rate as 59.... is it ok to lower that number any more or should something else be changed? I know you don't have the time to be going through my tunes for me. I just feel like there's settings somewhere that need to be changed and I don't know about them yet lol here's my last log and the bin to go with it, if you have the time to look.