latest scan from today after knocking some timing out.

ALSO, i tried a CASE relearn again today. the scanner says it ready, so i click "begin" and start giving it throttle like it says i should do, but as soon as i give it about 1/4 throttle, right below the "begin" button it says "tps too high"?????

 

what do you guys thing? am i making any progress?

 

those short term ve numbers are fine but not to good for comparison...they are after all short term.

Your WOT has less kr after the few ticks down in timing. I agree your timing looks fine else where, but you do have a 2.8 pulley (i have a 3) you are going into boost alot quicker than me. It's really hard to tune anything the faster you go up the MAP range. (you're really topping it out anyways)

I have never really paid much attention to my narrow band readings (I have a WB)...my understanding is they aren't that trustworthy, but nevertheless, your part throttle narrowband readings look really lean...given you have them set on average not instant in that scanning histogram.However...your longterm ve looks fine(LT's)

I haven't done a crank relearn in awhile, but if I remember correctly...click start and get it to 4K rpm quickly but certainly...and that's it. Takes like 2 seconds.

Start up...start scanning and click on the vcm controls and click on reset fuel trims. Give it a few days of driving and see where you are at. Keep us posted.

 

when you say my 02 readings look lean....what do i need to do to fatten em up a little? what table can i alter to add more fuel?

 

One method is to raise your PE Multiplier a bit, but that's a sloppy fix for improper fueling.
You could also raise the entire upper half of the MAF Freq table 2-3%, test it and repeat as needed, but this could result in you running excessively rich in areas that you don't need to be.

Without a wideband, this won't be anywhere near perfect, but you could try logging your MAF Freqency on the Y axis, KR on the X axis and one of your NB O2 sensor voltages as the value. Pay attention to the higher MAF Frequencies that have NBO2 values under 910mv. Then go back through your tune and adjust the corresponding MAF frequencies upwards where the NBO2 values were low.

Really, you need to get a WB to accurately see what it is that is going on.

 

dcjustin, which table is the pe multiplier? i don't see it anywhere?

oh, here is the latest log, let me know what you think.

 

Hey Dewey, why don't you send him a copy of your tune, since you have simillar set-ups. How's your truck running anyway?

 

I have big heads, big cam, only a 3.0 pulley, and a 2800 stall. I don't know how much my tune would help him. I have a little bit of kr burst...mine is random...my o2's just drop off at tip in around the 2400 rpm area. But like I said randomly. It's running good besides that. I have it dialed down right now, only running 14* up top and I have my alcohol turned off right now. (alcohol doesn't effect my tip in) BAD I see you are headed back to the 6.0L. Your buddy going to help with the swap? Time frame?

The PE multiplier is engine>fuel control>power enrich>EQ Ratio vs RPM if you divide the stoich 14.68 by these numbers this gives you the commanded AFR, but as DC says...and me too, a WB will make tuning this guy a WHOLE lot easier. I am commanding 11.78 in some blocks but still seeing 12:1 on the gauge. I just don't won't to fix it on this table.

 

If nothing else, you're getting good at attachments!!!

 

Yeah, I picked it up Thursday. Stock LQ4, and I'm going to leave it that way. No cam or anything, as I drive it everyday and want it that way. He just installed a Mustang Dyno, and has EFI Live tuning, so I'm going to do a Dyno Tune w/ EFI and see where it's at. Maybe in a few months try a Stock Radix set-up or maybe a Livernois kit, not sure yet. Reliability and drivability is the key for me, but I'd like to end up at mid 13's without the nitrous, as I already sold that to a guy on here. When are we heading to the track?