I have been studying up for starting my own tuning. I have a number of threads bookmarked liked BMmonteSS free tune. It is a very good thread and has alot of info, but it seems like a decent amount of it will not translate directly for me. I am running a 7427 w/ BJYL on 95 Suburban. I like the tables they end up with from WinALDL so they can adjust a specific Kpa vs RPM point, but I can't use that. So, I got a datalog at idle this weekend in Tuner Pro. I could not find a readout for MAP ( I saw voltage but not Kpa) and I had a transmission Kpa that was like 100 Kpa the whole time. Also I was surprised the BLM reading seems to change very slowly, but my NB O2 reading slaps all over the place. I would think a good tune would not have the O2 readings crossing so radically but look more like a sine wave not bouncing from extreme to extreme. I have a pretty good understanding so far, but am having trouble interpolating the datalog results from Tuner Pro in order to start adjusting the VE tables.
Thanks, Charles

 

Your NBO2 sensor should be doing that, thats how they work, output a constantly changing voltage that swings back and fourth. Also I think you may just need a better ads/adx, that will get you the vac displayed in kPa.

 

I am using the OD_v1_02.xdf I believe I got it off Moates. Is there a better xdf for OD$ running BJYL? Also I understand the desire for cross counts but I get constant cross counts that run like 850 mV to 60 mV constantly. I would think or assume a good tune would stay more in the 300 mv to 600 mv range not swing so wide. It was my understanding the NB unit was not accurate very far from 450mV (? maybe)

 

You can also add the MAP KPA values. The equasion can be found on here, sorry I don't know the equasion off hand. You can also look in other 1 BAR definitions for the equasion. Just add a new value with the same address as the voltage value but put in the KPA equasion.

The O2 will swing rapidly, that is normal.

 

Thanks, Six_shooter, BTW I like the 240z avatar, I have 2 in the yard and one on the rotisserie. I suspected the O2 readings were a problem because when I hold the idle up to say 1000 to 1100 rpm's it surges slightly some 30-40 rpms and they correlate exactly with the oscillation of the o2 readings. Maybe they are not indicative of my problem, but my tune seems way off. I have been getting help with tuning, but am trying to learn the DIY method because 2 years later and the truck is still really not driveable.
Thanks, Charles

 

It'll take a bit to understand what values make what changes, I mean exactly what changes, not just the obvious.

At idle or just off, it's kinda hard to damage anything even putting values way out of whack. Not saying that it can't happen, just that at idle or just above, engines seem pretty forgiving to wrong values in the bin. Look at the log, look at what's happening and correlate that to a table, such as VE and adjust that cell or area of cells, retest, if it's the right way you'll see improvment, if it's the wrong way, well that should be obvious.

Are you on Hybridz? If you are what's your user name there? I hardly go there anymore but might recognize the name.

FWIW, I'm using a GM ECM in the Datsun in my AV running a turbo L28, and it works very well.

Once you get the tune close or closer the pay off is worth it, just keep going.

 

I am on HybridZ but I post very little; I mostly read, like I do on here, but like HybridZ if you don't know exactly the way to find what you want it can be very hard to get good search results. I have two L28et motors sitting around in the shop right now, a complete LD28 and a set of Weber triples torn apart on the bench for so long I think the mice have stolen some of the shiny bits. I just bought a new to me 240z (its a wekness or a sickness; depends who you ask). I will have to live a very long time to get all my cars done. Oh well... That is part of why I have waited so long before trying the DIY route, but at some point it needs to be fixed (wife's truck). I had thought about MSandS for the L28et's when I start to push more air but the GM ECM is an interesting idea. Especially if I become competant at tuning in TunerPro. Is the best way to look at datalog information to export the data to Excel? As for adding to the OD.ads I don't have a clue yet on how to even start. What do you use as an editor?
Thanks, Charles

 

Yeah I know the sickness.....

I'm supposed to be picking up another 240Z, but it has been delayed due to a death in the family of the guy that has that 240 now...... I may also pick up the 510 he has.... It's a sickness, obsession, weakness, etc. LOL

No editor needed, you can edit the def files directly in Tuner Pro RT. Do a search on teh site and you will find extensive informantion on equasions, and ideas.

If you are using TP RT V5, click on Aquisition, then go to "edit defintion", click on values, and then you can add new. I usually add the new value that will be a double to the current existing value right below. To do this, just single click on the current value, in your case "MAP Volts", then click "add new", and copy the values over to the new value, though you will need to give it a unique ID, this can be whatever you want, I usually just add an "a" or something like that after the existing value's unique ID. address will be the same, min and max will change though, as will the conversion that will be on another tab, the tab is located at the bottom of that pop-up box, you'll see it.
Look at other 1 BAR defs, for the correct value if you can't find it on this forum.

 

I have TunerPro 4.14, but it seems like I might be able to do this using the XDF menu and adding an item. Does that sound correct.? Also I will work thru the Help section in Tuner Pro for editing BIN definitions to try to get the finer points. Also I found an xdf on Moates that is $odv175.xdf. Is there any down side to using that file? If I understand the software correctly that XDF is still only showing information that is in the BIN file (albeit alot more info than the XDF I was using) or am I simply mudding the water with all the extra info. I would think I could get a pretty good tune by adjusting VE tables, SA tables, PE and some idle settings or am I missing something. I am not trying to become an expert just proficient.
Thanks, Charles

 

To add or edit a value for datalogging, you would edit an ADS (TP RT V4) or an ADX (TP RT V5), the XDF is just a "road map" if you will, to what is contained within the bin file.

I haven't actually tuned $OD, yet, at least not on a running vehicle, I have started on an $OD bin for my grandfather '71 Chev truck, that I am converting to EFI, as it should have been years ago. I don't recall what XDF I have used, but for myself I like to use the XDF wit the most paramaters I can find, even if I only use a few, I like to have the option without needing to switch to a new XDF, to see if there is more there.

Most of the time the VE and Spark tables are what will be modified. Things like injector constants and transmission flags are usually set once and left alone, or not changed at all from factory settings. Some people will find that changing AE and PE will help finalize and dial in the tune. For myself I will sometimes increase AE, while trying to lean out VE tables, just incase I take a little too much out of the VE, a quick press of the pedal will add a bit of extra fuel this way, but this is only when I'm trying to run real lean, like 15+ for cruising, so there are times when there will be a bit of back and forth between something like VE and AE tables, but not very often. I usually am tuning engines that either never were EFI before or are radically different than what what have been used with that bin, so that changes the approach to tuning a bit from someone, that started with a vehicle that was already EFI and has changed a few mechanical things, where the tune will just require some tweaks, instead of large changes to get running.

 

Thanks, I realized I had gotten those file extensions mixed up after I logged off last night.
Thanks, Charles