Wideband Now connected Now what?

IIRC ... I got detailed info on past posts here
and
I got detailed info on my site

however

I'll give you the info with just the main points
but
first of all ........

It seems to me you wanna get setup so you got wysiwyg.
or
What You See Is What You Get

The very reason you got a wb is to have a known reference point

Do what you gotta do ... to know
the value you see in your data log is 100% Accurate or True :Word:

Now ... about that ... WOT_Fuel_Multiplier VS RPM

That sounds like Fox Speak to me
but ... I don't know
I ain't saying it can't be used

I mean ... I looked ... and its in the CBAZA file and all
but
It don't appear that is is in place and doing anything
I just ain't seen anybody use it with our cars

If you have not dialed in your inj's, (slopes, offsets, etc) inj timing,
and the other various stuff you usually do for a stable CL tune,
you don't wanna setup your final WOT ratio as it will become moot
or voided later on when you go back and dial in that other stuff.

Just double work for you ... don't ya see

anyway here are just the basics steps

After you get a stable CL tune ... you should know ... by then ...
where the point in your maf curve is that divides CL and OL.

You work with that top portion ... for your WOT af ratio

You set the greatest load row of the fuel table fat ... like 12 to 1

You kill the high speed enrichment function

You dial back the total spark advance very conservative
like ... maybe 22 or so ... again ... the greatest load row

Make a baseline pass in third gear at WOT from say 1500 to
say 4500 rpm ... Redline is not advised at this time

Look at your spark in that baseline dlog to ensure in fact
it was as you commanded in the spark table
and
In that same baseline dlog ... look at your wb data column to see
if you were fat or lean using the lambse values you commnaded in
the fuel table as a reference.

Adjust the maf cells kg values accordingly.

After the 1500 to 4500 part matches .......... you most likely will have
to find a more suitable place for redline passes as the speed will get
a good bit higher at that point. We wanna be safe ... Don't We

After the entire upper portion of the curve has been optimized
then
you don't need to deal with the wb for WOT ratio choice
cause
Your fuel table now has been ...... WYSIWYG'ed

There you have it ......... Make Sense

If not ... look at the info I talked about above
and
if still ... something seems not to make sense

Do Not ... Do Not ... Go any farther

This is the part where you can hose up ... big time

Ask and be sure on this part

Someone will clear up what I messed up with my splaining

Grady

m0l0 said:

but now i have another question according to your experience how acurate is the EEC commanded AFR to the final AFR , of course dialing the MAF transfer to the most acurate?

Click to expand...

I'm guessing you are talking about the WOT fuel ratio

So ... whether the commanded value is close or way off ..............
It just don't make no never mind.

I've seen some be close and some be far off

There is usually more than one way to do these pcm
value changes that will get you to your desired goal

I've worked with some who did not know the Cobra made things
fat after 90 mph ... but ... they got that last part of their curve dialed in
never the less ... so ... see what I mean here.

We put all these parts on our cars.
Some combos end up needing more attention in some areas
of the tune and with others ... they need less.

All that matters is you understand what needs to be done
and
How you go about doing it with the pcm values

The data you gather tells you what is wrong and what to do

Another thing reading the datalogs i have concluded that the 1:1 AFR diference it will be corrected on the INNOVATE.DBF Volts VS AFR i have used the original calcon settings and just configured the LC1 to output a linear 1v - 10AFR, 2V-20 AFR how ever i think the EVP port is not too acurate within the 1-2 volts range i need to make a 10 - 20 afr using the full 5V range the evp input provides but i need to make the table to the calcon. and the other 1:1 afr diference is about a 10% rich i have made in the MAF transfer previously , that makes a 2% diference within the commanded EEC afr and the real AFR , i will make some changes today and try. I would really like to see a 12.5 commanded AFR and a real 12.5 AFR , that would make the tunning sooo easy on a future.

Click to expand...

Yes ... I've seen some say they needed to play around with things
to make the readings in CalCon read accurately with that wb
but
I just can't help you there as I have not done any of that kinda thing
but
So many have been where you are now with that wb
and
That means they have paved the way for you

All you gotta do is dig up their info on the various boards and you are
on your way

I would start fatter just to be safe

btw ... When working with spark or fuel and doing it WOT

Just remember this little mantra .........
Big Fuel ... Little Spark ... Good Little Fuel ... Big Spark ... Bad

Kinda Korny but it gets the point across I guess

Hope I understood your concerns correctly and helped in some way
and
Seriously ... If you are not solid with this particular part of WOT tuning

Several peeps here have done this and can help you

Grady