Reading twEECer R/T datalogs

Here is a crash course

If you need more detail ..................
myself and others have posted stuff on this forum before

HEGO

I rarely use it and haven't really been able to see much need for it.
however
If you look at them during closed loop they should be very active or switching back and forth.
They are only used during Closed Loop driving conditions.

LAMBSE

The commanded fuel ratio or if you will, called for fuel ratio.

LAMBSE IS NOT YOUR ACTUAL FUEL RATIO

Quick Example:

Say you are too lean by 1.00 point .................
You are gonna see LAMBSE values of around 13.7 to 1

KAMRF

These values represent a fuel adjustment by the pcm's adaptive strategy

K's at 1.00 are considered to be just right
K's > 1.00 show the adaptive is adding fuel
K's < 1.00 show the adaptive is pulling fuel

One last quick example:

Say you are too rich ...........................

You will see K's < 1.00
AND
You will see LAMBSE > 14.7 to 1.00

Grady

what are you picking to DL?

Also you should focus on MAFtransfer and inj. slopes first.

KAMFR stands for Keep Alive Memory Fuel Reference, this is the "learned" fuel trims that the eec has learned from its drive cycles. The clear them after adj. the MAFtransfer to reset them.

Now I believe LAMBSA is either what your eec is commanding or what your o2's are seeing, thanks grady...

The goal in anycase is to get the K's as close to 1 as possible...like a .9998-.9992 type stuff. That means that your preaty close to a good MAFtransfer/ inj. setup...you should confirm this by a w/b o2 though to make sure.

Stanger007 said:

Thanks for the info guys - this is starting to come together.

So looking at my datalogs in Log Analyst, my KAMRFs never dip below 1 (the range is 1-1.25)so the computer is adding fuel because it thinks the car is running lean.

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Yes, Looks like you are too lean.
This is based from the input of the O2's and you can trust it is so.

You hear a lot of negative about not being able to trust the oem O2's for an accurate af ratio. When you hear this kinda stuff, always remember the context here is all about the WOT af ratio. With the adaptive strategy, the context is all about light load/ Closed Loop af ratios.

The oem O2's are accurate for the narrow band of operation they were designed for.

So my next tuning step would be to back up those #s with a W/B to be sure that the car is running lean and then adjust the MAF transfer/Injector slope to add fuel.

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As said above, you can trust or know you are indeed too lean. For Closed Loop tuning, a wide band is not needed. You have two indicators to tune by which are kamrf & lambse.

See how simple it is now Like you said above,
"this is starting to come together"

Its like that for most others. You gotta expose yourself to all this stuff and after a while, it all starts to fall in place

In EEC Analyzer I'm opening up my datalog then going to the MAF tab - I'm selecting my Correction as KAMRF since that is all I've got at the moment and for both pulldown boxes I'm selecting "Stock W4HO" then hitting the Calculate button. The resulting Corrected MAF line is VERY close to what I've got now with just a slight deviation higher from 1.5-2.5 volts - am I doing this correctly?

After re-reading the EEC Analyzer files it says that it will only recommend values for MAF values that you hit - I didn't hit WOT and therefore didn't hit the entier range of MAF voltages so that could explain the graph above.

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Its been quite a while since I upgraded my EA so I'm kinda fuzzy about what you ask about here

however

You know you are too lean. You can attack that with inj slopes or maf points.
I have always used the chart that gave you the 1.00 line with pluse widths from 0 to maximun. You could then see at what pw's your K's were + or -

however #2 ... Here is a rule of thumb from my findings

When using the 1.00 line/pulse width thing like I talked about above

If you are lean or fat for most of the line ... + or - the inj slopes
If you are lean or fat at just a very small portion of the line ...
+ or - 5% the maf curve points that correlate to the spike

anyway

I'm sure some of the other guys who use the newer software will be more able to relate to your question and give better or more specific details.

When tuning with a W/B are you shooting for 14.7:1 or a tad richer?

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I made the most power at 12.5 to 1
however
my wb is in the header collector and the dyno places use a wb in the tail pipe. Their sniffer wb will read leaner some of the time from what info I have been able to find.

I just added Longtubes and full exhaust this weekend - to account for the O2/s being placed further back I made the following twEEC to the Exhaust Pulse Delay which is supposed to lean it out. Is there anything else I should look at?

Exhaust Pulse Delay
R P M
900 1300 1500
.075 - 24 24 24 24
L .06 - 24 24 24 24
O .05 - 20 20 20 20
A .04 - 20 20 20 20
D .03 - 20 20 20 20
.02 - 20 20 20 20
.01 - 20 20 20 20
.005 - 20 20 20 20

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I have used all different kinds of values here and none of them seem to make much difference with my combo.

Glad to see things are looking up for you and Good Luck

Grady

blksn955.0: I'm datalogging the following...
Actual Load
ECT
Injector Pulsewidth - DS
KAM Fuel Trim - DS
KAM Fuel Trim - PS
Lambda Commanded A/F - DS
Lambda Commanded A/F - PS
MAF Voltage
O2 sensor - Drivers Side
O2 sensor - Passenter Side
RPM
Spark Advance
Throttle Position Sensor
Torque Converter LockUp
Vehicle Speed sensor - MPH

Click to expand...