ECMlink SOS on SD and lean

[Zachary Hodge]

Sooo it was either bring up a thread from 6 years ago or make a new one. I'm on SD just recently switched over. My wideband says I'm running lean and my VE tables are super high at idle like 60 something. Do I change those down to 40-50? I'll let the car sit and idle and my AFR gauge slowly goes up. If I rev my AFR levels out not great but to a reasonable level not 25:1. I'm not sure what my problem is and was hoping I can find someone who could at least look at my tune. She's been sitting too long I need to get her to the car wash ASAP!!!1!! I just need pointed in the right direction maybe? buying a used ECU with ECMlink already on it may not have been the move.

 

[llxkevinxll]

Sooo it was either bring up a thread from 6 years ago or make a new one. I'm on SD just recently switched over. My wideband says I'm running lean and my VE tables are super high at idle like 60 something. Do I change those down to 40-50? I'll let the car sit and idle and my AFR gauge slowly goes up. If I rev my AFR levels out not great but to a reasonable level not 25:1. I'm not sure what my problem is and was hoping I can find someone who could at least look at my tune. She's been sitting too long I need to get her to the car wash ASAP!!!1!! I just need pointed in the right direction maybe? buying a used ECU with ECMlink already on it may not have been the move.'

Few notes:
1. You say your wideband is reading lean but the logged "Rear Wideband" shows it sitting in the mid 14s. Is that not functioning correctly? Is the controller/gauge face reading something different than what ECMLink is logging?
2. Your TPS settings are off. Target 0.63V at 0% throttle when using ECMLink and hopefully get those TPS calibrations numbers closer to ideal. Not a huge deal but it is good to have those set correctly.
3. You are right to question the VE numbers at idle. 60% VE at idle on our cars would be very surprising. The global fuel settings will essentially scale the VE map up and down. So knowing 60% is unrealistic it points to a base fuel settings issue.

My suggestion for next steps:
1. Verify your Global Fuel and Deadtime settings for your injectors. What injectors does the car have in it right now?
2. Verify base fuel pressure is set appropriately if you have an adjustable regulator. Car running, vac line removed/plugged, set to ~43 psi.

Once you have your fuel settings sorted:
3. Get your TPS set to 0.63V off throttle and repeat the TPS calibration procedure.
4. Let the car come up to temperature, get your BISS dialed in. Target ISC position between 20-30 at warm idle.

 

[Zachary Hodge]

Few notes:
1. You say your wideband is reading lean but the logged "Rear Wideband" shows it sitting in the mid 14s. Is that not functioning correctly? Is the controller/gauge face reading something different than what ECMLink is logging?
2. Your TPS settings are off. Target 0.63V at 0% throttle when using ECMLink and hopefully get those TPS calibrations numbers closer to ideal. Not a huge deal but it is good to have those set correctly.
3. You are right to question the VE numbers at idle. 60% VE at idle on our cars would be very surprising. The global fuel settings will essentially scale the VE map up and down. So knowing 60% is unrealistic it points to a base fuel settings issue.

My suggestion for next steps:
1. Verify your Global Fuel and Deadtime settings for your injectors. What injectors does the car have in it right now?
2. Verify base fuel pressure is set appropriately if you have an adjustable regulator. Car running, vac line removed/plugged, set to ~43 psi.

Once you have your fuel settings sorted:
3. Get your TPS set to 0.63V off throttle and repeat the TPS calibration procedure.
4. Let the car come up to temperature, get your BISS dialed in. Target ISC position between 20-30 at warm idle.

Yes, The AEM gauge in the car, the readings slowly climb unless I rev then numbers drop down. If the car is cold and I don't rev the number will climb, and the car will die. I can keep it running long enough to get it warm, it will idle but the gauge will be pegged out. Is this like a red herring? Should I trust the gauge or what ecmlink logs?

I'm running FIC 775cc high impedance but my flow rate at 43psi is 749cc. I have a Fuel Lab regulator showing 43psi with vacuum line off. So, should I go down with my global fuel and that should drop my VE numbers? I just did the calculate button for the global fuel in the fuel tab.

 

[llxkevinxll]

Yes, The AEM gauge in the car, the readings slowly climb unless I rev then numbers drop down. If the car is cold and I don't rev the number will climb, and the car will die. I can keep it running long enough to get it warm, it will idle but the gauge will be pegged out. Is this like a red herring? Should I trust the gauge or what ecmlink logs?

I'm running FIC 775cc high impedance but my flow rate at 43psi is 749cc. I have a Fuel Lab regulator showing 43psi with vacuum line off. So, should I go down with my global fuel and that should drop my VE numbers? I just did the calculate button for the global fuel in the fuel tab.

So the "Rear Wideband" logged in ECMLink is either not connected or not working and can be ignored in the log you sent. The gauge face should always be more accurate than the logged values anyway so if you are seeing it lean way out then it is. Do you have a factory narrow band installed in the front O2 position?

Did you copy over your voltage based dead times from the data sheet FIC would have sent with the injectors?

Airflowperrev at idle is in the 0.50s. That's literally double what we expect on a 2L. Another red flag fuel settings are off, specifically dead time. I also noticed the MAP is reading 11/12ish in/hg at idle which seems really low to me for a factory cam engine. But I am unfamiliar if the autos load up the engine differently at idle. I'd assume no when in Park.

Are you sure you have an OMNI 4 Bar and not a 3 Bar?

 

[llxkevinxll]

FIC has the generic deadtime table on their website for the High-Z 775s which should get us close enough.

Their voltage points differ from ECMLink some but here is the FIC table converted to the voltage levels you need. Enter these numbers into your InjBatteyAdj table in the Direct Access section: (Leave 19V alone, if the ECU needs that row something else has gone very wrong). After entering these you should be able to 0 out Global Deadtime and you can use it for fine adjustment later if needed.

Volt	uS
7	2679
9	1899
12	1126
14	877
16	740

 

[miliman13]

First test the sensor independently
And confirm operation before calibrating sensor

 

[Zachary Hodge]

Yes, It's the 4 bar. I changed the voltage values in InjBatteryAdj and messed with the TPS some to get a good baseline. I see my narrowband in the front O2 spot is bouncing back between 0.0 and 0.1. Shouldn't it be logging at 0.2 - 0.8? Took it on a granny drive and she moves on her own but definitely lacks power. If it is running lean, it definitely smells like it's running rich. No black smoke or anything just an unburnt fuel smell.

How do I go about getting the Airflow per Rev number down and my MAP readings up?

Should I maybe consider running a 3 bar instead? A new narrowband? And maybe a new wideband harness? (The wideband I got is AEM Series X part number 30-0334 thinking I wouldn't have to hard wire it into the ECU. I realized it wouldn't work. I cut the obd2 port off of the harness and spliced in the wires Green (CANH) and Brown (CANL)into pin 75. Still not logging sooo new harness it is.) hopefully that will fix some of my problem. I attached the log of the granny drive, as well as some of it idling. Do you think my fuel problem is directly related to the wideband/narrowband issue? Or do I have a mess of things going on and it's a Christmas miracle it even starts? Lol.

Thank you all for taking time out of your holidays to help me! Happy New Year!!!

 

[llxkevinxll]

Yes, It's the 4 bar. I changed the voltage values in InjBatteryAdj and messed with the TPS some to get a good baseline. I see my narrowband in the front O2 spot is bouncing back between 0.0 and 0.1. Shouldn't it be logging at 0.2 - 0.8? Took it on a granny drive and she moves on her own but definitely lacks power. If it is running lean, it definitely smells like it's running rich. No black smoke or anything just an unburnt fuel smell.

How do I go about getting the Airflow per Rev number down and my MAP readings up?

Should I maybe consider running a 3 bar instead? A new narrowband? And maybe a new wideband harness? (The wideband I got is AEM Series X part number 30-0334 thinking I wouldn't have to hard wire it into the ECU. I realized it wouldn't work. I cut the obd2 port off of the harness and spliced in the wires Green (CANH) and Brown (CANL)into pin 75. Still not logging sooo new harness it is.) hopefully that will fix some of my problem. I attached the log of the granny drive, as well as some of it idling. Do you think my fuel problem is directly related to the wideband/narrowband issue? Or do I have a mess of things going on and it's a Christmas miracle it even starts? Lol.

Thank you all for taking time out of your holidays to help me! Happy New Year!!!

No the 4 bar is fine, I was asking really just to see if the ECMLink MAP calibration might be off so the ECU was seeing 10 in/hg when in reality it was more vacuum than that. If you have a 4 bar and it is set to 4 bar in the ECU (which it is) then that is not the issue.

Wiring a wideband O2 into our ECUs is as simple as using the wideband O2 output from the gauge/controller to a front or rear O2 pin on the ECU. I am not sure what you are referring to with the CAN/OBDII comments.

It might be time to take a step back in dial in some of the basics.

1. Your TPS is not properly adjusted. You want to see 0.63V with the throttle closed. Your log is showing 3% throttle with 0.75 volts as a minimum. Get that cleared up.

2. The ISC position for holding a 900ish RPM idle is really high. After you have the TPS sorted out, open the BISS some to get that number closer to 30.

3. Since you updated the InjBatteryAdj table with the deadtimes, change the Global Deadtime to 0.

4. Another set of basic checks, do a boost leak test/smoke test to ensure you don't have any vacuum leaks. Less of an issue with SD than MAF but still a concern. Also, if you haven't recently, check base timing. This is easy with ECMLink, just a checkbox to force static 5deg and grab your timing light.

5. The ECU shows the CombinedFT saturated at +16.8%. So the ECU is adding a ton of fuel, but you say your wideband is showing nearly fully lean. 22:1ish. If the car was actually 22:1 it would not be running. I think your AEM is having an issue or needs calibrated (though if it is an LSU 4.9 it should do that without any intervention from you). But something is not adding up at all with your wideband and what the ECU is doing.

6. I am with you on that FrontO2 signal looking odd, especially in the idle log. I have never used ECMLink with a factory Narrowband but from my general knowledge on other vehicle narrowband o2s, that trace makes no sense to me. Either it isn't warm enough to consider the O2 (though the ECU is reporting being in closed loop and the fuel trims are taking action), the FrontO2 and/or its wiring has a problem, or the car is actually that lean but again that feels unlikely to me. In the drive log, it does move to 0.8ish a few times, resetting that saturated CombinedFT, but then it goes back to the 0.02V baseline and CombineFT starts climbing again.

 

[jed344]

1. Your airflowperrev is way to high. Stock cam's .25 very agressive cam like a s3 at 1000+rpm still is only .35 happy place.
Lower the VE value's in the idea area. Normal numbers are generally in the 40's. This will lower air flow per rev but also make the car leaner too.

2. Set tps correctly. 0% .63v and 100% 5v.

3. You are targeting 800rpm and at end of second log at idle the car is holding 800rpm around 27-30 isc postion. This can be tweaked but for now is not a major issue in my opinion.

4. I do not know what wideband you have but i have used and tuned a pile to know that no AEM presets log accurate in link. The older aem's even when set by the chart and linear log wrong and you spend time to figure correct values and still hit or miss. The X lines you do linear too but at least when wired right you can enter the chart values and they will log correct.
The wideband value hardly changes and i will ignore it as i would say that value in log is wrong.

5. The front o2 essentially stays at .02v to .06v. This say's the mixture is lean and the car is in closed loop and adding its max of 16.8% fuel.
When i see this if wideband data can be trusted i lock the car in open loop and will force add or subtract fuel to tell if front o2 is wrong. You could do this looking at ur gauge air fuel ratio and lock the car in open loop and see what it says vs in closed. I cant tell you if sensor is bad or car is really that lean looking at a log i do not trust the wideband value on.

6. Not sure why rev limit is lower then 2 step honestly never seen that. 7500 rpm is stock setting in link.

7. Are the injectors new or recently cleaned and flowed? I ask this as link's tool will get you in the ball park for global at least enough for car to run. It is common to have to adjust global % 5% give or take. When its someone who has done this a ton they quickly can tell if there is a issue as what global % is required to hit 100ve at peak TQ is not normal. That points to a fuel delivery issue wither it be injector's or bad fuel pressure ect.

8. The way to find the correct global is at peak tq 100 VE. I see your VE table is 101.5% at where im assuming peak tq is so close enough. You look at your target table in direct access.
Yours are modified and though not exactly how i do it they are just fine and competent.
So for example at 5,000rpm and 2.0 load the target is 11.5 air fuel in DA table. When wide open or in open loop the air fuel ratio estimate in the log will show the target air fuel from your DA table. When in closed loop who the heck know's with the stuff it says but open loop it will say EXACTLY the target from that cell in your DA table. So we then can look at a correctly logged wideband and adjust our global fuel so at peak TQ 100 ve we hit dead on our target air fuel ratio. When done this way the lb/min of airflow calculation lines up very close to real HP the car makes. Show's our car's calculation of air there and fuel needed that hit our target also reflected the real power. You can jack this all up and log 75 lb/min and hit the air fuel you want and the car makes 400whp. Have to remeber with speed density the ecu uses pressure and temp. Has no clue on volume. That's why when done correctly you can adjust the boost from 15 psi up to 35psi and go make a hit and its VERY close to your target air fuel.

9. Your SD table is modified. That being said its honestly smoother and closer then the base one is so i would use it and adjust it as needed. The "stock" table for SD in link is not per say accurate. The table is good enough to get the car running and driving and then from there you do the rest.

10. Sorry i went on such a rant about correct global with SD. I still see this done wrong so much to this day with link. I think i saw you said 775cc injectors? If not then ignore this. I recently did a pump gas car with 750cc old low z and my memory says the global was around the values you have used. If your's are 775cc confirm they are high or low impdence and if high you need to delete resistor pack.

 

[Stapl3]

To add to above, on #1, when you lower the values at idle to around 40, you will obviously see the car go lean. To counteract that, you just have to add deadtime.

 

[jed344]

To add to above, on #1, when you lower the values at idle to around 40, you will obviously see the car go lean. To counteract that, you just have to add deadtime.

I have found also that dead time does play a role just off idle. Mostly seen with large injectors like 2150cc+. This is even more apparent when using a non matched set like off the shelf 2200cc vs paying for a matched set.

When airflowperrev is way to high and idle VE is say 60 and dead time is very low then the just off idle VE often want's 70-75 VE. The car does run and even hit's per say target and even will show a decent fuel trim % short term. This make's it appear all is well but the car often time's feel's quite bad on and off throttle at low rpm and load.

When correcting airflowperrev and adding the needed dead time the VE just off idle will come back to values as expected and hit target again with good fuel trims. The difference is the feeling in the car is much better. No longer is inflated VE adding the fuel due to thing's just being wrong.

Sort of the same way say a holley standalone will often time's say a large VE number just off idle as it saw the car went lean so it's "learn" table added lots of VE. When in reality the tip in is just way to low and it does not need that VE just the tip in added.