This is on a 401CI with a super ram intake and a P600B Procharger. I had some folk saying my old 48lb injectors would be plenty, but I went up to 60lb injectors and could have even used larger ones. I do need to lean out that AFR but still looks

like I'm maxed on the 60lb injectors. I'm very glad I didn't leave the 48lbers! So if in doubt-go up in size.

 

I see Commanded AFR at 12.9 in PE mode
INT/BLM at 128/140
91% INJ DC (not maxed out)
TPS 100%
RPM 6025
WB AFR at 10 (is it hooked?)
but 02 at 888mv, estimated 12.5 real AFR

12.5 AFR, is it a bit lean for a supercharged engine?
Fuel pressure too low?
What is the fuel pressure your injectors are rated at?
What was your estimated HP?
Are you running on E85?

Ethanol is less energy dense than gasoline. Any blend will increase the quantity needed to achieve target AFR with ethanol free gasoline.

 

Thank you for food for thought! We have 10% ethanol in Kali, so I've adjusted stioch to 14.2 in the wideband and in the EBL. Yes wideband is hooked up and working. I've questioned it's accuracy before as it never seems to match, but have been assured that there is no calibration to be made on it. So I'm just not sure how to read the discrepancy between target AFR, narrow band and wide band.Fuel pressure at 42.5 which is what the injectors are rated at. I'm just getting the bugs worked out so no idea on HP. As for the target PE AFR-I've posted a question in the EBL thread if the fueling in the boost/rpm table is on top of commanded PE AFR-looks like it is? I also have an old FJO wideband-I'm about to try throwing that in the tailpipe just to see what it shows.
At another point in that datalog the narrowband shows same 888mv while the wideband shows 11.0/1 at the same time. I admit I've been going crazy on the discrepancies between commanded/wideband/getting ve tables for 128blms.I don't remember ever having this happen in the past builds.

 

We have 10% ethanol in Kali,
Where is "Kali"?

so I've adjusted stioch to 14.2 in the wideband and in the EBL.
Good thing for the wideband. So what is your targeted AFR at WOT on E10?
For the EBL, all it did is open up the injectors about 3% longer while in Closed Loop (CL). The fact that your BLM went to 140 (in your example), means that what ever combination of injector flow rate, commanded AFR, cylinder volume and VE you entered, the mixture is lean. Needs more fuel. But, a more detailed analysis of INT/BLM is necessary to determine how to correct it.

Yes wideband is hooked up and working. I've questioned it's accuracy before as it never seems to match, but have been assured that there is no calibration to be made on it. So I'm just not sure how to read the discrepancy between target AFR, narrow band and wide band.
The discrepancy between Commanded AFR and Wideband is caused by inaccurate injector pulse width calculation from ECM (INJ PW). The ECM uses, in part, injector flow rate, commanded AFR, cylinder volume and VE. These are user entered data. Since your BLM is at 140, there is obviously something inaccurate in your data. Most tuner will adjust VE to compensate. There is also the injector voltage compensation & low INJ PW compensation tables. These can be populated using the manufacturer's data sheet. In CL, your WB should bounce a bit and be near 14.2... if your O2 voltage tables are set properly.

Fuel pressure at 42.5 which is what the injectors are rated at.
I believe it's 43.5 IIRC. Some are rated at 58psi or 39.5psi. Might be worth double checking.

I'm just getting the bugs worked out so no idea on HP.
Based on your set-up and knowing the supercharger boost, you should be able to estimate HP. A 401cid supercharged should yield 550-600HP... maybe, don't really know! That's how you figure out what injectors you need. So how did you know you needed 60#/hr if you don't know the HP?

As for the target PE AFR-I've posted a question in the EBL thread if the fueling in the boost/rpm table is on top of commanded PE AFR-looks like it is?
Your screen shot displayed 12.9 while in PE. So that's what the ECM is using. Your detailed datalog will give you the value at different RPM

At another point in that datalog the narrowband shows same 888mv while the wideband shows 11.0/1 at the same time.
Well, I might have misled you there with 888mv = 12.5. That is an estimate for regular gasoline. For E10, a guestimate would be 11.9. Not even sure we can do this kind of extrapolation. Remember, the O2 voltage is only an estimate. I've had times where the O2 voltage did not follow the WB. I trusted the WB because I knew it was accurate. I like to average the O2 voltage using multiple data frames. Again, it's only an estimate.

I admit I've been going crazy on the discrepancies between commanded/wideband/getting ve tables for 128blms.
Remember, the Commanded AFR is only one data that is part of a bigger equation. If your BLMs are way off, you want to adjust VE unless there is something wrong with fuel pressure and injectors. Your WB should indicate near stoich while in CL. If you programmed it at 14.2, that's what the WB will display on average, if your O2 voltage tables are set properly. In PE, the ECM is blind. There is no feedback from the O2. So the WB is your only tool. Remember that your PE AFR in your example is 12.9 but INJ PW is adjusted by the BLM 140 (+9.3%) which yields around 11.8. But that's just theory. If the BLM needed to add +9.3% to get to 14.2 in CL, one could assume at WOT the mixture is also lean. So 12.9 should read 12.9 on WB with +9.3% from BLM. But what if at WOT the mixture calculation is actually accurate due to VE? Well, then yes you would get 11.8 taking into account the +9.3%.

I see your IAT is at around 125Deg.F. in your screenshot. This also plays a role in INJ PW calculation. It can throw off the mixture on the lean side, specially if tuning is accomplished while the IAT is cold. Once heat soaked, it can pull too much fuel and force BLM to go up. I was discussing that with an experienced tuner the other day... and he was not aware the IAT played a role in TPI '730 ECM, from which the EBL is built!!!

Modern EFI SD systems use IAT compensation as well. We had a problem on a race car going lean at WOT during a race. Looking at the IAT tables, we calculated only a small % of fuel was being pulled from IAT sensor being heat soaked. We concluded that could not be the cause since it was so small. Well, it was bringing the AFR to 14.5 at WOT instead of 12.5. We unplugged the IAT which made the ECM use 68Deg.F. by default instead of 120Deg.F. It solved the problem!!!

 

Here's the equation the ECM (EBL) does:

 

Thanks for your reply! I've been rechecking injector voltage offset tables etc.-all good there. I pulled the narrow band from the drivers side, set to open loop and plugged in my FJO wideband. It was 13.6 to 14.0 passenger side with TT1 on passenger side was 12.8 to 13.0. I then swapped them and the leaner reading stayed on the drivers side. So I'm looking at it has to be an exhaust leak on the drivers side before the O2 bung. I've retightened the header to head bolts already. The is a "ball and socket" joint from the C4 vette header pipe to the front y-pipe. I cleaned and sanded it before assembly, however they do have pitting on the surfaces. I'll be trying the Permatex Optimum that's good to 750F on the joints after sanding them some more. And yes my brain fart it's 43psi for the fuel pressure-I'll double check that also. Once I get this straightened out I'll try to change the injector size up a bit from 60 to see if that pulls everything back to where it should be. Interesting on the IAT-I'll be scrutinizing the temp effect also. I've considered tweaking the IAT/CTS blend filter before. I'll also make sure the air pump isn't pushing any air into the header tubes after startup-I have to keep all the smog for Kalifornia.