I finally got everything back together (camaro).
Before the swap (from factory 84k mile multitecs), i had 1 that was sticking closed on the passenger side and another sticking open on the drivers side. I can say I notice off the bat that the CO/gas smell is gone. I can actually run the thing in the garage without having to pull out into the driveway and not choke to death. Also, BLM is no longer bottoming at 96. It seems to run right at about 130.
Also I installed the air pump bypass pulley. I have to pass visual inspection so Im not going to take everything else out. But I doubt they will notice or even care that the pulley is there and not the pump.
If there's anything I need to disable in the ECM regarding the air pump let me know.
Check out the logs if anyone gets time and see if those numbers look fine.

 

Bosch or Delphi 22lbs ?

 

Bosch

 

Did they have to be tuned? Sorry I can't open your log

 

No so far I haven't had to make any changes. The only other change I had made was disabling the EGR.
It appears to run fine at idle. Ill actually drive tomorrow.
You can open those logs and play back with tunerpro RT if you want.

 

bosche Lol

 

"don't try to church it up"

lol

 

Thanks for clarifying . I'm looking into injectors for my car but read the Bosch leans them out

 

Why are you looking for injectors? If you really needed them as I did, give them a try, and ride with a scan tool for a while afterwards. If it turns out you need tuning, the hardware to do so is very available.

 

Yes, there is a line item in the ECM bin that should be changed to disable the AIR function since you deleted the air pump. I just cannot remember the exact location of the line item. Using TunerPro, you go to the hexadecimal tab and change something there. I'll keep checking my notes to see if I can find the exact info. In the meantime, hopefully one of the forum members can chime in.

 

It's a voltage offset for the O2 sensor that kicks in when the AIR is on. 8D codes have it set to 100 mV. It's in the constants section. You have to zero it out when you delete the AIR system.

 

like Pro said, either you can retune for it yourself or have one of our tuning members do it for you. For an otherwise stock car (or very close to stock... like minor exhaust changes) the extent of the retune is actually very minimal... basically just telling the ECM the injector characteristics.

 

The offsets are listed on this thread.
https://www.thirdgen.org/forums/diy-...or-sticky.html

 

Thanks, i had that page in my bookmarks and forgot about it.

 

Welcome, here’s another good thread although it has been locked
https://www.thirdgen.org/forums/diy-...ors-not-2.html

 

I'm assuming these are the guys that need to be modified before I go drive around.

 

The air pump disable max out the enable temp. You can leave the reduction table alone.

 

Took a look at the log and yeah, it seems fine to me.

It's all idle speed with what seems like a few revs of the engine toward the end.

Maybe take it around and see what the BLMs do driving around at light to moderate throttle. Then post another log file.

Do you have a WB O2?

 

No wide band. The car is just about stock (minus the injectors and whatever brand muffler one of the previous owners put on it). I noticed that INT fluctuates quite a bit. Possibly because AIR was enabled?

 

Integrator will fluctuate quite a bit as its chasing the O2 sensor to trim the fuel on a short term basis. That's normal as long as the range of fluctuation isn't swing wildly from 108 to 160. It should be roughly between like say 118ish to say 138ish...

if your car is that stock, then tuning for the injectors is very simple. Just get the BLMs to 128 and then by inference the open loop and power enrich will be tuned back to stock specs.

on very modified cars, it gets a little more in depth since essentially everything has to be tuned independently which requires a WB.

 

I have some old logs before the injector swap, where I believe short term sat right at about 126 167, and long term was bottoming out at 96, because of the leaky injector. My truck also didn't fluctuate as much either. I dunno, AIR is disabled with chip burned and when it stops raining ill go drive.

 

After drive attached. The o2 sensor reading is wigging out at times, and its recording knocks still (whether it truly is knocking I dont know) usually above 2000rpm. INT seems to be a little high and BLM to compensate feels slow.

 

Not sure what you mean by O2 sensor "wigging out".

But the BLM's look pretty decent. Could stand to be tightened up a little (they're bouncing around between 120 and 134 mostly. A little fine tuning of the VE tables should be all that's needed there.

The reason your INT is shooting up to ~160 is that you're getting a lean spot during throttle transitions. Looking at your data, when you push the throttle down, I'm seeing the INT shoot up. After the throttle transition is over, it returns to around 128-ish numbers.

In Tunerpro, go to switch 8018, bit 1, for "Reset INT to 128 when in AE" and check the box.

What's happening is that the ECM is trimming fuel based on the AE enrichment, which defeats the purpose of AE. Turning on that switch will basically tell the ECM to ignore the fuel trim while the AE is active.

If you're getting an actual lean hesitation this may help it. If you're getting a lean hesitation and this doesn't help, you can increase the values in the AE vs delta TPS a little.

BLMs are slow to react for a good reason... you don't want it chasing transient conditions like this. If the INT hangs high or low continuously for a long period of time, that means that a steady-state lean/rich condition exists and then BLM will then start to move in the appropriate direction so as to re-center the integrator, thereby giving the ECM the ability to make short term fuel corrections again. Example, if the INT pegs at 180, over a long period, the ECM runs out of ability to trim the fuel richer. Thus the BLM starts to increase, and as it does the INT comes down. Once INT is hovering around 128 again, BLM will stop climbing. However, if BLM pegs at 160, then ECM is completely unable to trim the fuel any richer.