With MAF, I was around 126-131 BLM's, but when switched to SD mode and scanned it today it was in the 140's. What would cause this difference? Does this mean my VE tables were this far off?

 

It means your MAF calibration is reporting more airflow then your SD calibration. But, yes, it basically means your MAF calibration is mostly dialed in, but the SD calibration is lean.

 

Ok, I'll run VE Master on my scans and see what it does. Thanks for the help!

 

I've tried running VE Master 4 times, scanning, then running thru each time, and its gotten the LT BLM'S close to 128, but they are still split slightly from left to right with the left almost always leaner than the right (or right is richer, however u want to look at it), by about 1-4 counts, depending on the cell. Is this normal? Does VE Master fix the slight split, or is this OK/normal? How close will VE MASTER get me to getting 128 BLM across the board, or does it just get it close? I want to get the VE table as lined out as I can so I can switch back to MAF. If anyone wants to look at the latest log and .bin file as well to help out, I'd appreciate it.

 

A split is not that big of a deal as long as it is at idle or light throttle. 1-4 counts is a very small correction at low pulse widths. If you have a split in some of the power cells then you have a problem.

 

Yeah it's all low-mid throttle. While logging I tried to cruise, as well as part and mid-throttle to 3000 rpm in different gears to try to hit as many cells and loads as possible so VE Master could correct more cells accurately.

Well if that small split and fluctuation from 128 at cruise and light throttle is ok/normal then I guess I'll leave VE Master alone and switch it back to MAF so I can try to calibrate my MAF.
Sound right?

 

1-4 counts is pretty darned close. General guidelines suggest a tune that is within -5% to 5% on the LTFT is "dialed in", and 1-4 counts would fit within these parameters.

 

I've had good luck with MAF alterations to correct for BLMs, too. The closer to 128, the less split I saw, as well. However, if you run VEmaster in SD to fix the VEs, I would think you would want to start with the stock MAF table again afterwards.

 

That's what I'm doing, got the BLM'S close in SD with VE Master 1st, next will tweak the MAF tables. I am picking up a wideband this week, should I try to get the BLM'S close first with the MAF calibration and then wait and use the wideband for fine tuning it and last, the PE tables?

 

If you have a wideband, I'd also recommend tuning the open loop fuel ratio table (force it into open loop). If your BLMs are close, it shouldn't require much tuning, if any at all.

 

I don't have wideband yet, but looking over my last log, it seems that as the AFGS went up, the BLM split did seem to get smaller, more around 1%. However, the LT BLM counts get higher as the AFGS increased. Should I change the MAF calibration tables by the average adjustment % ??
For example: Most of the AFGS counts corresponding with Calibration table 4 seemed to be off around 5%. Does that mean I should increase Table 4 by 5%, and so on with the remaining tables to get my fueling correct?

 

If you're saying as your afgs got into the higher ranges that your blms got larger (leaner), without going into pe mode. Then what you need to do is take note of the afgs in those areas and tell the car its seeing more air so it will add more fuel and therefor the blms will go down.

The key here is to make sure pe mode has not enabled when you are in the higher airflow ranges because that can lock in the blm that was present before pe mode became active depending on how its set up.

What I usually do when adjusting maf tables is I find a problem area and then adjust around the problem area reducing my max change from there as I go. Its not a bad idea to display the graph in these areas as well. So you can see how smooth it is. Its not terribly important but sometimes if the change is abrupt enough it can make things go a little goofy.

 

I'll tweak the MAF tables and see how that works out.

Once I get the MAF calibrated close to 128 BLM, I need to move on to WOT tuning. I now have an LM1 Wideband as of last night, so once I get my MAF tables where I want, I need to tune PE via Open Loop, correct? Let me know if these are the correct steps for that:
1. Set closed loop enable value to max to lock in open loop
2. Set the desired AFR in the WOT vs Cool and WOT vs RPM tables using the formula: 14.7/(1 + %Change Cool/100 + %Change RPM/100)
3. Load new Open Loop tune
4. Install Wideband O2 in place of one of the narrowband O2's (until dedicated bungs are installed just for the Wideband)
5. Log with wideband WOT to redline
6. Make the tweaks to the WOT vs Cool and WOT vs RPM tables until desired AFR is acheived with wideband.
7. Set back to allow closed loop. Finished.

Is this correct?

 

Not at all. Open loop and pe are two seperate things. Open loop is the startup mode that the car uses before o2's are reliable. It has a table in the pcm for commanding a certain air fuel ratio vs rpm and coolant temp. You just want to make sure what it commands is actually what you get out the tailpipe, its as simple as that. I leave the cooler temp stuff alone because it does need richened quite a bit below about 25-30c. Just make sure your lm1 reads lamda of 1 while going down the road in open loop. To set open loop there is a slider that sets the enable temp for closed loop, move the slider to the max temp, the car will now stay in open loop. Once you get open loop tuned in, go back to closed loop.

Pe tables are similar to open loop, but only enable under heavy throttle and low vacuum. Just like open loop it ignores the o2 sensors. You may want to look up a program to lock the wot blms to 128 it is extremely handy. Especially if your blm before pe enable is above 128, the locker will force it to 128 and not let it add any excess fuel so you get the a/f ratio that you tuned the car to.

Dont zero out any pe tables just yet. Just make sure the coolant enrich table is the same in the temp area that your operates in when warmed up. Zeroing them out without adding to another is the best way I know to run real lean. I'll send you a spreadsheet sometime this weekend to your email that you can use to get your pe mode setup. You can use the lm1 in either lamda mode or afr. On your lm1 if you use afr you can still use the spreasheet with no problem.

E85 worked best for me with an air fuel ratio of right at 8, you wont know what ratio is best unless you hit the track or the dyno. That would be a lamda value of 8/9.765 = .82. So to convert tha into readings you will get on your lm1 and can use in the spreadsheet, .82*14.7= 12.054.

Acceptable max power readings for e85 will be between about 7 and 8.5.
The acceptable air fuel ratios it will show on your lm1 will be between 10.5 and 12.8. Personally I would keep it in the high elevens to the mid 12's on the readout.

As a general rule of thumb, use the rpm table adjustments to get the thing flatened out, and the coolant tables to make changes all across the rpm range. The spreadsheet will take care of all of it for you with the rpm enrichment table values.

 

I was thinking about what I typed, caught my errors in my post and edited it I guess right as you were posting the reply.

I am going to shoot for an A/F of probably 11.9-12 (gas reading) or .81-.82 Lambda at WOT.

So once I get this lined out, I want to program a WOT BLM locker, correct? How is that done?

Thanks a lot for all your help so far!!