That is fantastic MatsA! Got that AEM in the channels list, now you are on your way to verifying the results from your tuner too. I hope you will get the Editor and Scan files from them, you are paying for them and should follow the car. You will then have the proper Channels, graphs, and charts in scanner. How? when you play back a log file save the Channel config in your cars HP Tuners folder. This is the same thing for your Graphs and Chart vs Time, save them independently and as a Layout. There should be separate .hpt files with VE only and another for MAF only and lastly with both modes running congruently. You should request Scanner .hpl files for getting those Channel, graph, chart settings I mentioned. Perusing the HP Tuners forum for Gen3 log files in speed density and MAF only will allow you to familiarize yourself with the Scanner set up, saving the Channel config and other stuff I mentioned from these other files can help verify you have what you need. Important: Channels list must be populated with the PID you want to view in the Scanner chart or graph. For instance if you do not have the Engine RPM in the channels list, any Graph that has an Engine speed axis will not show up correctly.

May I suggest you express your concern about the poor injector data and that you request the separate Fuel model tune files when you take the car in. Knowing what to ask for when you talk to the tuner I hope gets the information that you will need. In an earlier post I mentioned atmospheric changes will have a dramatic effect on the tune. This will probably happen: You pick it up and it runs great, then in changing temperatures it runs like crap. Poor injector data will need to be monitored to tell when a tweak is needed based on climate. Again those files will already have the Editor tweaks that are necessary for VE only and another for MAF only and you can use them yourself to modify the tables. Many tuners will just set you up on a speed density tune and forget the MAF tuning altogether. Lazy for your modifications. Forced induction sure SD is great, but you are not that wildly modified. I know I typed a novel and I hope it is easy to understand. Any questions?

Correct: You can not log the AFR on a carburetor motor, no ECM, but you can still put WB AEM in the exhaust and make jetting and emulsion bleed adjustments for correct fuel ratio based on the gauges reading not just spark plug reading. You have a better tool now! With proper tuning of the idle circuit/ emulsion bleeds you can achieve 14- 14.5 AFR on part throttle and idle saving a ton of fuel. How about a 21MPG 10 second '68 Camaro with a Speed Demon carb! Widebands rock!
Happy tuning!

 

I have had this for awhile. You won't find it. But I've used it with success.

Hope it helps.

 

Thank you RonSSNova , i have found that file also , i asked my tuner if he liked to use it but he modulated his own file , i did not have the proper connections to do the analog from my AFR meter , so we did a LTFT street tune and the car now runs good also feels safe and picked up a lot of power and drive ability , i now have strong regulations from him not to go WOT above 5000rpm and to keep an eye on the AFR to not go below 12.8 in AFR to save the cats until we can do a dyno tune in August.
Attached is the HPT file that car runs on now , i will go out in different weather to see if i have driveabiity issues as Asphaltaptain have said might well be an issue without proper injector data.

 

I thought you already were seeing the AEM value in laptop?? since you mentioned this earlier "I getting the feed from AEM afr meter through serial port ” blue wire no 5 ” to a USB comverter to comport in laptop as i do not have the pro feature ". Adding Channel in the Scanner>> External Input>>Serial Port>> AEM and choose if you want Lambda ( EQ ratio) or AFR. Then highlight Channel right-click and select Transform>> Parameter>> insert or change>>fx Transforms>>Oxygen Sensors>> Use choice from Channel EQ or AFR>>and select AEM. It will now show up in scanner along with other channel selections. Post a log for review if you want. There may be some ground offset values needed to properly display.

 

MatsA I think this has beter details on how to set up tuner for open loop than some other Youtube vids.

 

Hi again

Have been of on some vacation so that is why late reply , i now have the AEM afr permently with USB setup in car so i can hook it up to laptop , i was a bit unclear in my language earlier Swedish you now :^)
When i was to my tuner we could only so a LTFT strret tune as i said , i have now done a test run with the street tune(HPT file in post above)in MAF tuning mode see below attached log file in MAF tuning setup , i have not made any corrections to the tune in car also took it easy.
Temperatures over here around 85-90F when i did the logfile , when i did the tune it was something like 70-75F , airpressure humidity is hard to say , as far as i can see tuning is mostly ok but little rich , car runs good as far as i can feel from seat dyno.
Is there any coclusion to be made or suggested changes , i have purchased a AFE cai with a slide in maf sensor and will get a 90mm silver or goldblade to let the motor get more air.

 

Just looked at the Scanner file. You are missing some channels. Keep Channel list to < 25, the software for Gen3 can not handle the bandwidth Scanning of too many channels at once. If you notice.... the heatsoak IAT comes down after about a minute of driving to ambient. If starting a log at Key On that's fine to log startup airflow and track the idle desired compared to Idle Base Gear Airflow, after gathering the data, press space bar to stop scanner and then press again while driving and IAT temps stabilize for better results as this will reset the scanner recording. HP Tuners is AWESOME about keeping Scanner Logs in the main HP Tuners file>>VCM Scanner>>Logs are automatically saved in real time by Year -date- time stamp. Even if laptop battery dies it will have kept recording up to that exact moment.
An Example of your scan's channels below includes a snapshot of values about a minute 20 sec into scan. See the Engine Coolant Temp at 196* IAT is 126* That should have you in closed loop stoich of 14.63 AFR but your EQ ratio Commanded of 0.97 and the AFR Commanded is 14.27 Those AFR values are Open Loop table. OL table is variable 1.02-1.08 at the MAP Axis and should be set 1.00 from 86*-248* if tuning open loop. I'm missing something too... why it is not in Closed loop the log is 11 minutes? What am I missing here? I must be too tired... the ECT vs IAT temps settings show it should be in CL.
Keep these:
Vehicle Speed (SAE) 1 mph
Engine Coolant Temp (SAE) 196 °F
Intake Air Temp (SAE) 126 °F
Mass Airflow 1.36 lb/min
Timing Advance (SAE) 19.50 °
Knock Retard 0.0 °
Accelerator Pedal Position 0.0 %
Equivalence Ratio Commanded 0.98 λ
O2 Voltage B1S1 0.421 V
O2 Voltage B2S1 0.816 V
Fuel System #1 Status (SAE) OL - Not Ready
Short Term Fuel Trim Bank 1 (SAE) 0.0 %
Long Term Fuel Trim Bank 1 (SAE) -1.6 %
Short Term Fuel Trim Bank 2 (SAE) 0.0 %
Long Term Fuel Trim Bank 2 (SAE) -1.6 %
Air-Fuel Ratio Commanded 14.42
Engine RPM (SAE) 1,100 rpm
Intake Manifold Absolute Pressure (SAE) 28 kPa
AEM - AFR 13.90
Cylinder Airmass 0.13 g
Mass Airflow Sensor 3,271 Hz
ADD These Channels: To focus on idle tuning some more channels are needed but we are at the limit and tuning the MAF and VE is done first then more accurate idle tuning but this will let us see how well the BRA is set up.
Dynamic Airflow
Idle Desired Airflow
Idle Startup Airflow
Idle Base Gear Airflow
Injector Pulse Width Avg. Bank 1 \ these must be logged and you can add the .
Injector Pulse Width Avg. Bank 2 / Chart vs Time Injector Duty Cylce %



MatsA: You are NOT doing a MAF sensor tune. You 1st must set the Airflow>>Dynamic>> Dynamic Airflow>> MAF sensor high disable to 200rpm. That way it looks at MAF sensor right from start up ignoring the VE table. The PE table should be set 80% or higher so it is not influencing the MAF calibration and set the Hot select back to 284* use the Cold table but copy it to Hot table for consistency. For dialing in the MAF and VE table you must use smooth throttle inputs. It looks like you are either on a very bumpy road or you need to adjust the seat lol. Try to get on a smooth road in 3rd and go from 1000 RPM to 4500 and do it with minimum pedal position change and not slowing... pressing pedal more and more to get to desired higher RPM but take your time here. Keep below 60% pedal and out of PE. Start slow and climb the speed to target RPM, next slow down to about 1000 RPM and press a little quicker to 35% at first allowing the momentum to catch up to TPS and then try to keep that torque g-force with smooth increase of pedal up to 4500. Slow down to 1000 RPM and this time drive like getting on the highway smooth but much quicker acceleration. What you are trying to do in a very short time is mimic the driving conditions of just barely getting it going in heavy traffic and then as though you are the first at the traffic light and you pull away from the pack, then lastly like you are getting up to highway speeds into flow of traffic. All this is with smooth increases of pedal. If you can,... do it in 4th but you may be exceeding the speed limits.
You have the DTCs P0101-P0103 set correctly but I usually uncheck the SES light. Doesn't matter in MAF tuning but when you do the VE tuning it will illuminate check engine and if something else is going on you wouldn't know.
Looking at the Channel list below with the values.. Look at AFR Commanded 14.27 and look at AEM 13.90 You need to correct the AFR Error but again you do not have injector data and will show errors as atmosphere changes as I mentioned before. If tuning in open loop Scanner>>Graphs>>right-click Graphs layout>>Add Graph>>Add Table>>it is highlighted, Label it. In Parameter>> insert or change>>scroll down to MATHs>>Lambda & AFR>> select AFR Error since that is what you have reporting in Channels. Cell hits 5, 25% high -25% low. In Column Axis choose Mass Airflow Frequency (sensor), Units is Hz, In the values you must go back into VCM Editor and in Airflow>>General>>MAF Calibration table right click and copy the column axis labels then go back to Scanner and paste them into values box. As you drive the car it will populate the error. Then you copy and go back to VCM Editor tune file and right-click in MAF table use the Paste Special %. Keep doing that until you get 2-3% or less but you will likely never get consistent results because of injector data.
Setting up the VE error is the same using the Airflow>> Main VE table to get the column and row axis values for graph in scanner.
I think AFR Error might be better for you until you understand more on this, but I use the EQ Ratio Error and set the Channel with Serial port to AEM - EQ Ratio. The Channel list and the graph insert or change have to be the same PID of EQ or AFR ok? I hope this helps reinfoce the videos you have seen.
Good luck.

 

Hi AsphaltCaptain

I did load a modified MAF tuning file based on my original tune according to GRG video that is why it is not entering CL , will adjust channels and PE to 80% , good info about recording to get it more concentrated info and driving style , i live in a suburb with some traffic so not good start recording to early before getting out on better roads with less traffic.
Will try the injector data that is supposed be re calculated from LS1 forum to see how car reacts also as some seem to have good results with it.
Much info to absorb but i feel that the more i am in there i learn something every time.

 

oh good I thought you were using the last tune file from your post above and it was not setup for MAF tuning.. . Earlier I included a link to Chopper doc open loop ve tune. I feel it is straight to the point less talking then others. Remember to set the EQ ratio in open loop table to 1.00 from 133* up. You don't need to set it from 86 degrees and up. It has a purpose but not for this application. If you get your math and Vee tables dialed in for Stoich, and the injector data is correct :-) you can command any a fr and it should track straight to it. By the way the PE ramp in right for naturally aspirated should be 1.0 I believe you were a carburetor person right? It would be like having too big of pump shot spring the bog then it accelerates if set too high on ramp in rate

 

Do you still have your stock fuel injectors? You might want to start with them and dial in the MAF and VE tables then put in the new injectors. Fuel injectors have solid data and you can dial in your fueling for the new components then you'll know the errors are from the new injectors you put them in. Can you make a scan and closed loop. Make sure Bank 1 Bank 2 O2 sensors reporting close long-term fuel trim. The changes made in that tune file will affect how quickly the 02 respond and if you have a lazy one will distort your results

 

I only have the stock LS1 injectors and a set of 60lbs Dekra gen 3 from my A&A SI kit that i have uninstalled yet , non of these fit the LS3 fuel rail i have off course , i do have adapters from ICT but leaks badly a nogo.
Only LS3/7 style injectors i have are the ones installed , top end of motor is LS3 head , intake , fuel rail.
You mean a log file for LTFT tuning closed loop bank 1/2 fuel trims in editor that GRG and Chopperdoc sets up in there videos ?

 

Well ultimately Yes put the stock injectors back in. https://www.holley.com/products/fuel.../parts/534-212 . Your adapters are the right ones for LS1 to LS3 rails? or was it LS3 injector to LS1 intake/rail? Check attachment for option. Current Fuel injectors are not stock standard right nor the LS3 intake and you need one constant to get one or the other sorted out. Otherwise you will waste hours on this see-sawing results. Have you checked the LTFT+STFT since going to your tuner. That is going to help show how fickle or not it is to atmospheric changes. Take a note of the ambient temperature each time you log for reference. Maybe include in file name for reflection later.

Let's refresh... In Scanner>>Graphs right click Graphs layout +Add Graph +Add Table in parameter insert or change >> scroll to bottom of list Maths>>Fuel Trims>> LTFT + STFT select it. Now Clone it (= Icon)
In Column Axis>> MAF frequency.
Now open your Editor tune file. Airflow>> MAF calibration>> right click table and copy Column Axis>> copy labels. This is what you need to put in Value of Scanner so go back to Scanner in the Column Axis values paste the frequency you copied from Editor file... done with that one.
Now open that Clone LTFT+STFT table>> Column Axis select Engine speed
Go back to Editor file open Airflow Main VE copy Column Axis>>Copy labels and paste in Scanner Column values.
Row Axis is Manifold Absolute Pressure (sensor)
Go back to Editor and copy Row Axis labels and paste into Scanner. Both tables should look identical to the tune file tables and will populate the error from LTFT+STFT.
Make sure the Channels list has these column and row PIDs populated as well as LTFT, STFT for both banks. Reminder you must be logging the Channel to see it or use it in calculations in the Graphs and Chart vs Time Scans to the right of Channels. Another words if you do not include Engine Speed in Channels list... the graph for VE error and Spark Advance etc. will not populate data ok. Suggest Re-label them MAF LTFT+STFT and VE LTFT+STFT for clarity.
Remember to put those open loop temps back to enable CL, reuse the VE and MAF only OL tune files just change the OL temps back and rename, easy peasy.
Look forward to scans!

 

Hi again

hpt file is the tune loaded ,i must have missed somethings in it i think , all cells do not populate in scanner.
test4 log at 55Farenheit , test5 log at 85Farenheit something , there is difference i think in table ltft stft added histogram lean rich , maybe i have to many channels open ?.
But car runs good at both temperatures as per my seat of the pants dyno but feels raw so to speak , maybe some difference when cold start it runs better when temp is higher seat of the pants dyno.

 

There is not enough info in channels. Post #28 has what is needed to tune it. You should start with Idle. The channels need to be updated or it is shooting in the dark though. Delete ALL Channels and add the Post#28 list instead. This has just enough to keep the polling interval = fastest. Hopefully they are organized too. It is something to consider when making the channels list. If you were looking for Mass airflow channels you would not separate it all over the list, same with timing advance, idling etc. I added some of those channels while looking at your Scan and they are not so organized in my list from post #28 and hope you do a better job than me lol.

 

Here is the Channels list.