Its done with a little seperate program, i'll see if I can find it somewhere, somebody may post it though or you could search here. Its just a safegaurd because if your blms are above 128 its going to add whatever percentage of fuel to the wot calculations too and screw you up. Just makes life easier.

 

Email sent kgkern01.

 

So I finally got the wideband installed, unfortunately it didn't have the analog output cable so I could log with Datamaster so had to watch the LM1 display. Also wasn't able to get a bung welded in at the y-pipe so had to disable closed loop and ran the wideband in the pass side header.

So at WOT thru 2nd gear it ran 12.2-12.6 AFR, but have the WOT vs RPM table values at 7 (commanding an AFR of 11.99). So I looked at the Open Loop AFR tables and noticed they were almost dead on when cruising (14.2) so I changed them to 14.7 and changed the higher MAP values to 12. Now when cruising to work it is closer to 14.7 around 14.6-15.1, so may adjust that a little lower. Also went WOT on way to work it appeared to be low 11's.

Also I am now seeing an SES for right O2 fail. I left the O2 connected, but zip tied out of the way. Is this a problem or normal?

 

You're getting a code because its just reading free air and not switching rich/lean. Perfectly normal.

Too bad you couldnt log with datamaster, going from 14.6-15.1 you could find out where your calibration is off. I also would not worry about it being that high, as long as its not missfiring I dont see a problem. Obviously though you want it to be as close as possible with the calibration. 15.1 wasnt while you were in decel was it? If it was thats just common most all cars will spike lean with your foot off the gas and slowing down.

 

At lunch I picked up a stereo cable so I can log thru the AC line (already have Datamaster programmed for it). Cruising and at drive thru the AFR seemed good at 14.5-15.0

WOT however, I ran 4 times at lunch, each time AFR jumped to 10.4 up to about 10.6 thru WOT. What would cause such a big jump vs last night reading 12.2-12.6? The only adjustment was to the Open Loop vs Cool AFR table, setting to 14.7 under 80 map and 12.0 over 80 in the operating temp range. Could that have caused the big jump?

 

Did you just run an analog output wire from the lc1/lm1 to the black/red wire of the pressure sensor? Did it cause your fans to run constantly??

I need to get this function working correctly in datamaster!

 

Messed with it some more last night, by adjusting the Open Loop vs Cool AFR table I was able to get the cruise in the range I want, but it had no effect on WOT as I kind of expected.

My question is, if I get my WOT AFR where I want it in Open Loop via the 'WOT vs RPM' table, will it stay the same when I switch back to Closed Loop?

 

Well, now you're in one of those areas thats up for debate. I have seen it both ways where the pe tables have no effect on wot in open loop, and i have seen it have a big effect. Most of the time from what i've seen it has no effect. The factory programming kind of backs that theory up at its commaneded around 12.5-12.7 in the 100kpa area.

I would just try to get it in line with the target a/f and call it good. It could be done by adjusting maf or ve tables depending on what you're using also, but will affect closed loop operation then. If it was me I would save your pe functions for closed loop operation which is what you'll be operating in most of the time anyways. Open loop is just a failsafe mostly or something for big cam cars or ones with boost that will really confuse the stock pcm.

 

Well I recalibrated the LM1, now it works great. The WOT vs RPM table was pretty close, just ran a tad leaner than the projected AFR.

 

With boltons, 1.7RR, ported heads, stock cam on E85 I dynoed 322.7 hp 338.7 tq today. Torque curve is flat as can be from about 2000-5000. I can post the sheet later.

 

Did you get a chance to try any different a/f ratios while you were on the dyno or did you just do one pull? I'm kind of curious of your dyno testing backs up my track testing. Look forward to seeing the sheet.

 

I tried adding more timing, but that had no effect, then richened up the mixture just slightly for the 3rd pull. Their wideband read leaner than my LM1 did though by about a point. I think this was due to a leak I have where my y-pipe meets the catback system. The LM1 is new and calibrated and installed in the header, so I think my reading was the correct one.

 

Hey kgkern01, how did that spreadsheet I sent you work out for you if you used it. What mode where you in on the dyno when you tested; Sd, Maf, Closed loop, open loop?

How did your injector duty cycle look if you were logging during the runs.

 

The spreadsheet worked pretty well, I appreciate it! I had to adjust slightly from the sheet each time but not too much. The injectors were maxed at 108 DC, so that's probably why my A/F went from 11.8 to 12.2 up top, since E85 likes .78-.82 Lambda for power, that extra .5 A/F may have got me to the 330 rwhp I was hoping. Anyone want to trade some 30# SVO's for something bigger? lol

 

I had to turn my fuel pressure up to 60psi to get my fast 36lb'ers to work. Makes em 42lb/hr iirc. I'm at about 85% duty cycle by ms peak rpm/airflow on gasoline with stock fuel pressure they're about right @ 60psi for e85. Still lets em have decent control over idle ms at idle with gas this way. I think 42lb on gas would be pushing it at idle, if the ms gets too short it cant control idle very well due to open/close time and ms resolution is only a tenth of a ms. .1 gets to be kind of a large percent change in idle fueling when you're only holding the injector open about 2ms.

I woulda thought the 30lbs might have let you squeek by but I guess not. Live and learn when you're on less traveled ground.