Its really exciting seeing you guys get this far with this.

I had a issue in my 93 LT1 calibrations with the airflow modes not matching at all with the o2 threasholds. The result was the car was constantly trying to trim itself way to lean. I eventually plotted O2 sensor voltage with WBAFR and manipulated the threashold tables to tune for the desired closed loop AFR>

 

If your using some or part of my original file I wonder If I may be partially responsible for the re-start problem since Im having the same symptoms and I do remember messing with some of those settings... there's a bunch of settings for this in Tunercat which I messed with in the beginning.
If your not using it then these settings need to be adjusted, either way Tunercat has settings for these.

If you'll notice when you shut the car off then soon try to re-start sometimes it tends to fire just a bit, usually at this point I let the key go then it stumbles then stalls then I have to hold the key for 3-4 seconds and it will start fine. During the 3-4 seconds of crank if I tap the gas it will fire right up and run fine with no recovery... if it were flooded or cranking too rich then there would be some rough running for a few seconds to clean out the extra fuel, in my case once it's running it's good which makes me think it's leaning out upon re-start.

Now, in tunercat there are settings which I think hold the key to fixing this problem (comparing hot coolant temps to colder ones which seem to startup fine)
1) Crank AFR vs DIst Reference... (jumps from 9AFR to 12AFR from 68 to 80c...)
2) Extended Crank AFR vs DRP... (jumps from 6.3AFR to 12AFR from 32 to 40c)
3) Prime Pulse Width vs Coolant Temp... I think this is what gives you the very first blast of fuel... or the very first fire up.. I notice the actual initlal fire force uppn startup is weaker in warm temp than cold.. cold temps are actually pretty fierce on the initial crank fire up... somethign like when cold (below 70F) the first 1/2 second of cranking it revs to 1200-1300 instantly like it skipped all the lower RPMs sounds cool like it really wants to start then RPM's come down instantly to whatever else controls it.. maybe Initial Startup AFR Enrichment vs Coolant temp? (#5 below)
4) Added Prime Pulse Width Enable vs coolant - I thin this is "Extra" and not used unless engine does not start in allowed time according to #5 (liike a person deciding to start pumping the gas faster or getting out and closing the choke on a carburated car)
5) Added Prime Pulse Enable - I think this enables the above calculation (#4)
6) Initial Startup AFR Enrichment vs Coolant....

I think since the intial fire actually happens under all temps then 1-3 are ok, but #4 and 5 might need some adjustment? Seems like the settings for cold (0F-~150F) are ok or good enough since it seems to start fine unless coolant temp is still up near normal operating temp. I think #4 has something to do with this since if you keep cranking I can see a steady increase in it's ability to start on it's own like it's slowy increasing fuel until it starts.

And I am also suprised how easy full SD mode is to tune once you use VEMASTER to at least get them close to where you need them - I cant imagine initially manually writing (guessing) at all those cells.. wow

Good to hear about the high psi.. all i need is a pulley and fuel pressure.. and a little more tuning

 

This is also what I concluded from my setup running closed loop.. the 02's are making the engine run lean, not rich but likely only during low idle/low load situations. Because of this I think manipulating the tables using a WB might make all other off idle/med+ load conditions overly rich? Just one more reason I feel like gutting my 02 harness.. but the 02's really did help during the initial setup of my tune so I have to say they are useful for something.

 

Could someone check over my first crack at a 2 bar tune. It was done using dans tune as a base. And i would like someone to check it over before i change to a 2 bar map/tune etc...

stock lt1

5-9 psi of boost

meth

want to hold 14 degrees of timing in boost (used cant get wot timing below 26 deg for help)

added alot of extra fuel at 55 kpa and above to hopefully keep it safe the first time i hit boost, will lean out as necessary.

60# mototrons, injector constant set to 15 #

baro reset = 0 rpm

open loop

I have 1 o2 sensor in the downpipe right now wired to both banks of the pcm. Running on a 1 bar tune, two different o2 sensors keep reading lean for me. Tried running ve master on the 1 bar tune since i just recently switched to sd and the car starts reaking of fuel and drives worse then before. And the o2 still reads lean. I cannot detect any exhaust leaks. I would like to be able to use ve master to bring the drivability into check but i have been unsuccesful with the 1 bar tune so far. Any suggestions or should i just do this all open loop with a wideband and datamaster?

I can email to anyone who is willing to check it over for me. Thanks alot guys.

 

If you want to send to codytherott at hotmail dot you know what then feel free but I cant promise anything

 

Thanks for the reply dookie. Im gonna play with it some more this weekend.

 

Im trying to adapt the stock timing and ve tables over to a 2 bar tune and I just want to make sure I got things straightened out here. Im having some trouble setting up the 20-50kpa tables.
My car normally pulls about 36 kpa at idle. Is it safe to say that I can use the 30 or 35kpa column from the one bar tune as my 20 kpa column in the 2 bar tune?

Values in the 20kpa column “2 bar tune”= (Values in the 30-35 kpa column “1 bar tune”)/2
then
Values in the 25kpa column “2 bar tune”= (Values in the 50 kpa column “1 bar tune”)/2
Values in the 30kpa column “2 bar tune”= (Values in the 60 kpa column “1 bar tune”)/2
Etc etc etc
Am I correct?
Now if I understand this correctly you DO NOT divide by 2 when doing the timing? So it would be
Values in the 20kpa column “2 bar tune”= (Values in the 30-35 kpa column “1 bar tune”)
Then
Values in the 25kpa column “2 bar tune”= (Values in the 50 kpa column “1 bar tune”)
Values in the 30kpa column “2 bar tune”= (Values in the 60 kpa column “1 bar tune”)
Etc etc etc
Then the 55-100 kpa “2 bar tune” is all the tuning done in boost

 

Ok, Ive got my obd2 car running with the 2 bar map and only 5lbs boost and am already having some problems with the Baro reset issue. I'me tuning with Jet Dynamic Spectrum Tuner (only software I could find for my car at the time) and I have not found a way around this yet. Here are a couple questions.

1) Has anyone turned off the Baro Reset on an OBD2 program yet?
2) How can I get mine turned off when my software doesnt have the variable?
3) Could I send my tune to someone and have it turned off then I can just reload it in my software and tune this thing the rest of the way?

So far I really like the Way this 2 Bar setup is working but It's hard to nail this tune down when my datalog's will show the AFR at 12.9 on one pull with 53.86 Baro reading and then another pull with the exact same RPM and map and it will go 11.80 AFR with a 55.86 Baro......

 

This is what was driving me nuts for along time... so happy when the software was changed and the BARO stopped changing.. huge step forward

 

[QUOTE=cause4panic;5469734]Im trying to adapt the stock timing and ve tables over to a 2 bar tune and I just want to make sure I got things straightened out here. Im having some trouble setting up the 20-50kpa tables.
My car normally pulls about 36 kpa at idle. Is it safe to say that I can use the 30 or 35kpa column from the one bar tune as my 20 kpa column in the 2 bar tune? This should get you close but best thing to do is see where it idles on the 2 bar tune, compare that to the 1 bar tune, then use approximately 50-55kpa on the two bar tune compared to 100kpa on the 1 bar tune and make your divisions.. it'll be more accurate that way... simply halving them might get it close enough to start then you can use closed loop and VE master to get the rest.. just make sure you copy the 50+KPA from the non-vemaster file to the new 2bar file since VEMaster assumes/makes up numbers for increasing load even when it doesnt get values for them... if you dont copy the old 50+kpa values eventually it will be very rich under boost

 

I have Tunercat for OBD2. Bought it before TC sold it to Jet. Tunercat sent me the update for baro reset about 3 months ago. I changed the baro reset to 500 rpm and it works like a charm on my MAF tune.

I don't think TC supports the Jet OBD2 software anymore though.

 

yea.. can you tell I didnt know TC makes OBDII stuff? haha.

 

I just downloaded the new verson of DST (1.48) and it has the Baro reset in the Fuel Paramaters constant which I reset to 500 rpm. I'll test it later this weekend and see if it works!

 

I changed the min pulse width to 1.0 in my tune and it helped my car to obtain stoich on decel and light throttle. Thanks Dookie!!!

 

Hey Guitarman what is DST? I've never heard of it. (I havent heard of much). If it says "BARO RESET" that is definetly it, you can double check but the stock setting should be 3600rpm, if it's not around 3600rpm it's probably allready been modified.