Narrowbands Reading Super Lean at WOT ($EE / LT-1)

[kur4o]

Posting your current bin and the stock bin from your pcm will help clear that knock retard issue. Maybe it is normal for manual cars, but for automatic it is strange.

You should not zero that values because it is a scale factor or a multiplier and when you multiply by zero you will get zero AFGS as result. So if you want to play with this make it at least $01 value in hex.

Keeping the spread between cells for ve and maf is really important. Of course there will be some break points where the spread will be increased.
At ve the calculated VE% is an interpolation from 4 adjacent cells, so you always get some mid point as a result. If the spread is way off very small increase in map or rpm can lead to huge change in calculated VE%. And you start chasing tails to tune it.
At maf calculations the raw maf frequency is converted to two bytes value. First points to the maf cell number in the tune, second byte is an offset that divides the spread to the next cell by 255 and adds the result to the first cell value. So there is always interpolation between two cells in the tune.
Since the signal is not linear the curve is very important. You can see it in tunerpro when you open the maf table as a graph.

For scaling the tables use the multiply function. Maf is 16 bit value so rounding is not an issue. You can multiply a whole region with 1.05 or 0.95 to get 5% increase or decrease of the value.

Here is the most recent xdf with all the values entered.

[spfautsch]

Posting your current bin and the stock bin from your pcm will help clear that knock retard issue. Maybe it is normal for manual cars, but for automatic it is strange.

I'll try to post bins later but I haven't changed anything relevant to knock retard but to zero the lower cells and reduce the higher cells of the max retard cruising table at 1233A. This is all my own work applied to the original bin so you could easily compare any factory M6 to a factory A4 bin.

You should not zero that values because it is a scale factor or a multiplier and when you multiply by zero you will get zero AFGS as result. So if you want to play with this make it at least $01 value in hex.

I may try that tonight after I get home. I have to make it 60 miles so I'd rather not get too wild into experimentation until she's parked in my garage. There's nothing fun about having to reflash an older bin on the side of the road. :-)

Thanks for the .xdf - I'll add it to the collective.

[kur4o]

So i took another look at the supposed pump shot adder. After I examined some logs of data, I finally figured out what is does.
At rapid tps change, the maf readings jumps alot too fast, the pcm use this pump shot as a scale factor to gradually increase or decrease the AFGS.
For example the AFGS jumps from 20 to 100 g/s at one frame interval. PCM blends the increase to 30, 50, 80, 100 over a period of couple of frames. That way you don`t get erratic jumps in fuel bpw and engine runs smoother and more consistent.

So this factors how fast the transitions happen. I guess the lower the value the faster the transition. Still it needs to be confirmed.
It turns out maf reacts faster than the time needed for the air to get to cylinder. That`s why there is no ae build in the code.

[spfautsch]

Well I wish I had something intelligent to contribute.

I just looked at the log from tonight's WOT passes and it's a lot of the same.

What I can't seem to square up with common sense is the pattern of rising airflow and RPM coupled with falling commanded AFR, but falling IPW. It would stand to reason if the engine is trending towards pumping more air and the PE AFR targets are calling for more fuel to air as RPM increases, IPW should be heading towards "more"?!?

I'm starting to wonder if my wife has been lacing my whiskey glasses with LSD.

[jthompson122183]

Would adjusting the transient fuel tables help? It's like a "pump shot" also.

[kur4o]

What I can't seem to square up with common sense is the pattern of rising airflow and RPM coupled with falling commanded AFR, but falling IPW.

That can happen because rpm are risng, but the airflow stay almost the same. If the rpm increase with no change in airflow bpw will go lower.
At 220 AFGS at 6600 rpm, I can estimate the engine is around 200 hp. Which don`t make sense with your build.

Post the MAF table to see if there is something wrong with it. The way I see it you need 20-30 % more AFGS from 190 AFGS up.
Shot MAF is also a possibiity.

[spfautsch]

Post the MAF table to see if there is something wrong with it. The way I see it you need 20-30 % more AFGS from 190 AFGS up.
Shot MAF is also a possibiity.

This is an aftermarket MAF element, the original delphi / delco is no longer available so calibration is suspect. I'm going to add a bunch to everything above 150afgs and see what happens.

Current bin should be attached.

[steveo]

i have a good f-body maf laying around i think, you want it? i dont

[kur4o]

This maf is way off from factory calibration and spreads. At wot you have very little usable cells. Your maximum cell is at 9000 hz. On mild cammed fbody, with stock maf you can easily go to 9700 hz. Or your usable resolution is 6-7 cell lower.

Maf is very precision sensor and the aftermarket unit can give more headache than consistent tune, I hope is not descreened too.

I checked your ve tables and they seem maxed out. You shouldn`t go over 92-3%. Try raising the cyl volume by 15-20% and scale the lower map ve regions.