I was out trying to dial in my maf calibration again (air leak from s/c to TB caused false readings) and I was curious about something. Does the code look up the Freq to Flow chart at startup and keep it in memory? The reason I ask is that I was emulating at the time and when I made changes to the flow rate at specific frequencies (3875-4250Hz in this case), the datastream did not show a difference. I ended up loading another bin to the APU1,restarting, and then reloaded the MAF bin to see that it did change.
If this is the case, would it be possible to get the ecm to "reset" or lookup the table again via software? or should I disconnect teh ecm and reconnect?

After I had the AFR pretty close everywhere, I thought I'd start working on AE. I made some shot in the dark changes and it got it to work fairly well (I think a little rich on tip in but good enough to feel the power without going crazy lean) Under heavy accel, my mil came on. I tried scanning it with my 4000 enhanced, and came up with no codes, engine or tranny. I am assuming that with the changes made to the code that the TC that set the mil is not in the scanners "definition file". If I had to guess at what it was I would probably lean towards MAP error since the S/C finally got a chance to kick in (damn I love that feeling )

How can I access that trouble code? Is there a copy of the disassembly somewhere that I can d/l so I might be able to figure it out? (not sure that I would be able to but I'll never learn if I don't give it a try)

The ads file that I'm using does not seem to match up to the bin that oldred95 sent me to try so I do not get the right data in delta map, WB o2, and maybe a couple of others. I have my WB T'eed off to my APU1 so I have a reading anyways, but it would be nice to get it into the ads. I saw that there were differences in xmission address table but I was unsure if the code itself was changed in the new bin or if I should just try to repoint according to changes in the address table (when I looked, it didnt appear to be a simple swap of byte numbers, but I could be wrong)

Once the engine goes gets hit by boost, it goes lean then rich and kinda putters out, all in a fraction of a second. I am going to make the assumption that it is running out of fuel, injector pw shows 4.49ms @ 3100 rpm so I should have a lot of room left there but it just dies out. I thought I might try out the fmu today (controls aux injectors and spark as far as I can tell,already installed but not in use) I just dont like having to use something that I dont know what it is doing (especially since it was designed for use on a stock 350) it has its own 2 bar map, but I cant see how it could prevent the mil from coming on due to out of range map reading on the stock sensor or any other affects that the map readings could cause,shifting especially.

any sugggestions on how to deal with the map issues?(maybe I should change the parameters for code setting?)

thanks in advance

 

Sounds like the ECM is trying to keep you in closed loop, even when the throttle is heavily open. When do you have it set to enter PE? I would set the RPM pretty low, the delay down to nothing, and set the TPS to enter PE fairly low. Atleast that is what my engine liked.

I don't know what you have injector wise, but you can play with that quite a bit. You can also play with the MAF frequency table some.

 

As far as I know, I'm supposed to be running in open loop. I have set min and max limits for blm to 128 and have min temp for closed loop at 150. Since I started trying to tune my own truck, I have not been able to get my blm's to match the WB. WB would show 14.1, and blm would be at 105. when I was playing with the AE on my SD tune, I went real high to try, WB showed an AFR of 10 , and blm finally hit 128. I tried playing with the o2 settings and never had any results with it. I kinda ignored it so I could get the truck driveable, and have yet to back to it.

this is my tps threshold for PE vs RPM (unchanged by me at this point)
33.23
35.97
35.97
35.97
43.01
43.01
55.13
60.21
39.88


I will experiment with it on my next drive.
upper coolant temp to bypass delay is at -40
Injectors are 90# at 37psi (per shop guage, and 42 on pillar guage)injector constant set at 10Gms/sec, reference currently not hooked up to vafpr.

Do you think it is a good or bad idea to hook up the s/c FMU ?

 

I wouldn't hook up the S/C FMU, because you are already running enough fuel to drown a couple of engines. You have more like 20 gms/sec worth of fuel flow. That maybe why your MAF frequency table looks so weird (too low).

The 5.3 truck uses the same MAF as some Z06s did and here is a link to the frequency output vs. flow of a stock GM 85mm MAF and a de-screened one.

http://www.ls1howto.com/index.php?article=25

 

lol, I was just thinking that and posted in the other thread.

at 5000Hz the stock table shows approx 30g/s and at 16.22g/s. it could be a little off but the ratio seems to be pretty close to 50% which roughly matches the difference of my injector constant versus actual flow rate.

When you made adjustments to your flow rate, did you do it by feel, or did you do it in open loop, no corrections?
I have been zeroing out PE and AE and then setting open loop AFR to 14.1. I drive with a light pedal in one gear to max rpm /air flow(tranny is currently set to 4200) and then stopping the log before I decel. Using the numbers from that log I make changes to the flow rate to match the ratio of the AFR to 14.1. It seems to be working out to this point but I found that once I'm out driving the vehicle more "normally" the AFRs seem to be off a bit when the AE and PE are back on.(usually on the lean side until AE engages)

I'll post up a log after I go for a drive ( I want to try changing the PE settings as you mentioned)

 

I think if you were to properly set the Fuel flow table and run the stock 5.3 MAF table, you would actually be pretty close to driveable. I was running 68s @ high pressure and getting BLMs in the 140s. I decreased the injector flow constant by that, leaving the MAF table alone, the BLMs dropped to 125-130ish and it ran GREAT.

 

ok, I'll give that a try and see how it goes. I assume I should just ignore the ve table for now, but I still worry about the o2 settings since they have never seemingly matched the WB.

Either way, I will get it setup, run it in closed loop and go for a drive all with actual values. I will then try to make adjustments based on the blms and then drive again. if the blms are in check and the wb shows OK, I'd be happy to leave it like that.

I'll post back in a while with the results

 

I set up the vafpr, injector constant at actual amounts,ve table (even though I know its out of range),stock freq vs flow table,engaged the PE 25% earlier and went for a drive.

First thing that I noticed was that idle was a little rougher, still pretty decent. when driving under light accel, no load, it seems to move fine and AFR's close, BLMs range a fair amount. say 120-140.

if you put the pedal down at all or wait until it shifts until high gear with light pedal (increased load) I get heavy lean pop. at higher map values, or freq over 7000hz, AFR starts going lean(15 right up to 19) before the pop. I have some spreadsheets I use as histograms for afr/freq and afr/ve cell, just havent made one for blms yet.

Since the ve's seem pretty close during light cruise, I am unsure how to edit accordingly.

I have attached a copy of the log along with the bin,xdf,and ads I am using.

I'm on yahoo messenger while Im in the truck as long as Im close enough to my property, user id pfk_ca

 

The frequency you see in your datalogs is the raw frequency from the MAF itself. The frequency then is used to look up the corresponding airflow rate right from the prom, so changes should have an effect. The DTC was likely a MAP error. It may have set briefly, but not set a permanent code. At this point Id ramp up the upper MAF table around teh lean spot by 5% at a time and see if it helps. If it does, then you need to adjust and rescale the MAF curve.

 

I tried making changes while emulating and it didnt seem to make any difference, in fact, if I remember correctly I even doubled the amount in the close to idle area to see and it didnt react at all. I will try again when I get back from my next run and see if I can log the change.(just to make sure Im not crazy)

I'll go try upping the maf flow and see where it takes me. I'll make sure I have a copy of the bin as is in case I need to back track.

another silly question that popped up..... how do you set the injector constant vs vacuum? this is how I have it set now.

kPa vac Gms/sec
0 18.55
10 18.30
20 18.04
30 17.78
40 16.98
50 16.70
60 16.42
70 15.85
80 15.55


I used a vacuum pump and applied vac to the vafpr per the table and filled in the amounts per calculations for the different fuel pressures.

now are those numbers supposed to be the vac amounts as I have it? or should they be the map "reading" amount and reverse the order of the flow rates?


I went for a couple more quick trips with the truck and tried experimenting. I set the fuel rate at 14 at 0map vac and down from there (proportionally) and went for a drive. it ran universally rich, but had excellent pedal response.

 

ok first off, I tried changing the flow rate near idle zones x2 and it did in fact alter the way the vehicle was running. (I dont know why it didnt seem to before but whatever)

I changed all of my transmission shift points to where my old bin was set (ill have to change it again now that I have some high rpm power) made a huge difference running it to 4200 rpm.
I used my spreadsheets to calculate a new air flow for the higher rpms and sure enough it made all the difference in the world.

heres the new air flow #s starting at 12000
477.65
463.72
450.11
436.82
423.83
411.15
398.78
386.70
374.92
363.44
352.24
341.34
330.72
320.38
310.32
300.53
291.02
281.71
272.71
263.99
255.53
247.40
238.24
230.65
224.41
215.03
208.10
201.36
192.03
181.41
173.16
164.20
154.77
146.20
138.13
128.76
118.60
106.91
97.13
90.45
85.25
79.84
75.14
71.42
68.89
64.54
59.71
55.71
53.02
49.52
46.84
43.87
40.67
38.40
36.02
32.98
31.02
28.95
27.15
23.84
21.23
19.98
19.45
17.93
16.72
15.02
14.13
12.54
11.28
9.84
9.45
8.56
7.73
6.95
6.22
5.54
4.91
4.34
3.80
3.33
2.89
2.49
2.13
1.80
1.48


I am sure I will be going back to them again as I make more edits, hers the averages of the AFRs per freq

I'll go for a couple more drives tomorrow with it to try and dial in the ae etc, and then I think I am on to the timing.

The BLMs are still off but I wonder if changing my o2 settings would put it into place?

thanks for all of the help, I will post back tomorrow with some more results.

 

Changing your O2 settings while observing on a wideband will put your BLMs where they belong. If you are running on fuel that is doused with Ethanol, E10, like we do down here, the stoichiometric ratio is 14.2:1 rather than 14.7:1.

 

Damn scannerproo looks sweet, did you start an adx file for the $od MAF? I think I might start on one today, it would probably take less time than I am spending on making spreadsheets.

I might as well ask now since I know it will come up, where did the delta map and o2 data get moved to? The delta map on the first bin I was using was at byte 32 (as per ads file) at address 062, but in the bin I am currently using, byte 32 points to address 244. I never had any o2 data in my ads file for the MAF bin, and when I tried adding data from the OD ads to the MAF ads, it didnt work so I have no idea where to find it.

 

I accidentally stumbled onto something today.......
I went ahead and setup an adx file for scannerpro, still missing the above mentioned items + I lost my wb signal
I programmed a chip to try out scannerpro (I have to disconnect the APU1 to use the cable for logging) and I set my mask id back to OD since I wasn't emulating and the truck seemed to run smoother everywhere.


For some reason or another my injector bpw disappears half way through my log with scannerpro and comes and goes.

What I need to know is how do I find the correct information for the ads(or adx) file when I don't have anything to use as a map?

I'd like to add o2 data to the datastream as well as get the WB working without the emu.I'm sitting here playing with the factors, but for whatever reason I am not getting what I am expecting to see (showing 10 pretty steady in areas where the truck seemed to be running just fine, while idling)




lol, its taken me 3 hours to make this post as I type out a question, I start looking for answers, and end up with more questions.

One other thing I noticed about my last 2 logs is that my desired afr hardly ever changes, goes back to TPS PE settings, theyre still too high. I'll change the stoich afr as well, forgot to do it before the drive.

final question about scannerpro kinda directed to fast355, how did you get your histograms to work? the blm tracking seems to work fine, but I tried to make one for afr vs MAF , as well as this one and seem to get it to work properly(still wondering if I have an issue with the WB input). Also, how do you calculate mpg in the histogram you posted in another thread?

 

The injector contant looks good as its based strictly on kPa vacuum (what the regulator is being subjected to). As for the fueling not chaning when emulating, that sounds ominous. Id try just programming the chip directly and see if it works that way. Even with CL enabled, doubling teh airflow should do a good job of drowning the motor in fuel, unless the MAF table is way off or something.

 

it did in fact drown the motor when set with the proper MAF table. Everything seems to be running pretty well now, just have to do the tweaking

 

I found this while I was reading tonight in this thread

It made a seemingly significant difference for me when I ran my truck with a chip with the mask id at $OD over running it on the APU1 with $AA. I thought I had read it somewhere before but wasn't sure where until I saw the thread again.


Can anyone tell me how many versions of the $OD_MAF.bin are out there? I am trying to make sense of the "ALDL scan tool xmission address table" to figure out why I can't get my WB to display properly in the logs.

with the first version of the code I used, the ads file pointed to by 62 and dumps an interger with a factor of 0.1 and no offset. this didnt make any sense to me when I first looked at it and it makes even less sense now. I notice the

The AFR numbers seemed off by the way the engine felt so I added an input in the ads for channel 3 on my APU1. obviously a big difference in the output. Up until now, I have used that for tuning purposes.

Now that I have a) seen Fast355's histograms and dashboards b) noticed a difference between the way the truck drives on the APU1 and a chip (due to checksum disable), I would like to use scannerpro with my aldl cable alone (without the APU1) for future logging and tuning.

I wish I could figure it out by myself,but I lack the knowledge required without direction and have no access to information that I can teach myself with, at least information that I know is current and accurate. (it doesn't appear that many people are using the code so I am having a hell of a time finding anything directly useful, learning lots of other things however)

Any information pertaining to deciphering what I have access to (bin,xdf,and ads files) in order to find sensor/input locations would be greatly appreciated.

if needed I can be reached by almost any messenger or email (in my profile) I don't want to needlessly harass people myself, but I'd be glad to chat with anyone with some spare time on their hands

 

I think I have a couple of things done, but they may be incorrect, not quite sure yet

I set o2 cross counts to byte 51 still at $0298
o2 sensor is now at byte 48 and pointed to $01f8

they both appear to be working correctly, but I have yet to take a drive with it

I added knock count to byte 36 pointed at $3226
I dont think this one is working since I am showing many counts but no knock retard, so i'm guessing counts are no longer at this address

I repointed IPW at byte 51 to $0326f from $0273 because of some discrepencies, I wil find out if it is correct soon enough.

last but not least, I am still trying to get my wb working, I pointed it back to $01d7 but it is not reading as it should.

I'll post back later if I have anything else to report

 

o2,o2 cross counts, and IBPW are working as they should,

wbo2 and knock counts are not. I guess something else to do tomorrow

 

I can't for the life of me seem to figure this out

I broke my crank while out datalogging last sunday, so I had a little bit of downtime. I have the rotating assembly balanced and everything reinstalled and running only now I can't get it to run the same as before.

I have spent a great deal of time trying to figure out how to disassemble the MAF code and so far, I suck at it

I realise that the ALDL Xtransmission table is customizable but I do not know what addresses to point the table to.

I'm still stuck on the WB input and knock counts as well as the Delta MAP. (based on the .ads and .xdf files, it appears that the WB is calculated as a raw voltage value and the table at 6C5F will convert the output to an AFR value, just dont know what address the output goes to )

Could someone please give me a hint at least I don't mind reading or searching for answers but I'm feeling stumped at this point, everytime I feel I am close, I find out that I am way off.

 

Hit me up with a PM with your email addr. and Ill send you the actual source code for the $0D MAF. Didnt know you just had the bin. Its open source, so you can actually see all the software code and everything thats available for tuning and even make changes if you want to.

The wideband output should go to the EGR pintle position input. Also make sure that you have a good ground path, or direct ground to the PCM. If the ground path is bad, youll loose the signal.
----------
As for the knock counts, you'll likely need to enable the knock sensor handling. There is an option byte that I added to disable the knock sensor handling routine as I dont use a KS.