*PCM Tuning Process Flow*

*1. **/DISABLE ALL TORQUE MANAGEMENT/*� This will eliminate all

torque management within the PCM. Ignore this step for a standard
transmission (M6) and continue to step 2.
*A.* Open the VCM Editor>Edit>Transmission>Torque Management
*B.* Set Abuse Mode Enable = False
*C.* Set Abuse Mode RPM, Abuse Mode TPS and Abuse Mode Speed = 0
*D.* Select>Abuse Mode Torque Reduction vs. RPM. Set all values = 0 **

*2. **/LTFT TUNING/*�

*A.* In the VCM Editor>Edit>Engine Diagnostics>General>MAF Sensor Fail
Frequency = 0. This will set a P0103 code and turn on the SES light.
Ensure that the P0103 DTC is enabled and you are seeing P0103 in the DTC
list. Don�t worry about the DTC at this time.**

*B.*In the VCM Editor>Edit>Engine>Spark Advance>Main Spark vs. Airflow

vs. RPM Open Throttle/Moving. Copy the High Octane table to the Low
Octane table. The computer reverts to the low octane table when a MAF
failure is indicated, this will assure optimal timing.
*C.* Start the VCM scanner>Histogram display. File>Connect. Then
Tools>VCM Controls>Fuel & Spark>Fuel Trim Learn>Reset Fuel Trims.
*D.* Changes to the LTFT�s do not take effect immediately � the PCM
requires about 50 minutes or roughly 100 miles to allow for the PCM to
relearn the fuel curve. Try not to enter PE mode while driving and
logging for this procedure. Log about 30 minutes of driving at many
different speeds and conditions. Try to hit as many cells in the
histogram as possible. Stop logging and save the log. Do NOT turn off
the engine until the log is saved or it will be lost. Go to VCM
Scanner>Histogram display>LTFT's. Open the VCM
Editor>Edit>Engine>Airflow>Main VE and select Primary VE vs. RPM vs. MAP.
*E.* The goal is to get ALL LTFT�s between -5 and +5. Positive LTFT's
indicate fuel is being added because of a lean condition. Richen this
cell by increasing the VE table value by the amount of the LTFT value.
The operation is opposite for negative LTFT's.
If LTFT = (4), VE cell value is 67, result would be (67)+(4)=71 -
increasing the VE, which is adding fuel. If the LTFT was (-4), the
result would be (67)+(-4)=63, decreasing VE and thus reducing fuel. To
decrease LTFT values, a smaller number or number closer to zero, ADD the
difference between the positive LTFT value and zero to the corresponding
cell in the VCM Editor>Edit>Engine>Airflow>Main VE>Primary VE vs. RPM
vs. MAP table. To increase a LTFT value, a larger number or number
farther away from zero, SUBTRACT the difference between the LTFT value
and zero and SUBTRACT from the corresponding cell in the VCM
Editor>Edit>Engine>Airflow>Main VE>Primary VE vs. RPM vs. MAP table. For
example, In the VCM Scanner>Histogram display, the (.8, 40) cell, 800
RPM's and 40 kPa, is 4. To bring the VCM Scanner>Histogram display>LTFT
cell (.8, 4.0) DOWN to 0 from 4 ADD 4 to the (.8, 4.0) cell in the VCM
Editor>Edit>Engine>Airflow>Main VE>Primary VE vs. RPM vs. MAP table. If
the VCM Scanner>Histogram display>LTFT cell (2.0, 30) is -10, SUBTRACT
10 from the (2000, 30) cell in the VCM Editor>Edit>Engine>Airflow>Main
VE>Primary VE vs. RPM vs. MAP table to bring it UP to 0. This will not
work out exactly but will be VERY CLOSE.

*F.*Repeat steps D-F until ALL values in the VCM Scanner>Histogram

display>LTFT are between -5 and +5. Try to complete this on the same
day for best results as LTFT values can vary +-4% per day.
*G.* Once all values are between -5 and +5, look at the VCM
Editor>Edit>Engine>Airflow>Main VE>Primary VE vs. RPM vs. MAP>3D Surface
graph. If the 3D Surface graph looks choppy, click on polynomial
smoothing ONCE. This will smooth out the table values and provide a
crisper throttle response. The table can also be hand smoothed using the
3D graph. Look for spikes in the table and increase/decrease the cells
around the spike, creating a smooth table. Now rescan, and go back to
step E.

*3. **/WOT/**/PE TUNING/*� Do this only AFTER all LTFT's are -5 to

+5. This method uses the stock narrow band oxygen sensors which are not
accurate for this type of tuning.
*A.* Open the VCM scanner, do not worry about resetting the fuel trims
they should be learned at this point. If not, it takes roughly 100 miles
or 50 minutes of driving to set the LTFT's.
*B.* Open the VCM Scanner>Histogram display and do a nice 0-70 or
preferable 0-100mph run. Look at knock retard FIRST. If knock retard is
present, skip to section 4. If knock retard is not present, continue to
the step C.
*C.* Open the VCM Scanner>Histogram display>Air/Fuel tab and look at the
100(kPa) row. Most cars seem to like narrow band oxygen sensor reading
between 890mv - 900mv.
*D.* For example, at 100(kPa), 3200(RPM) the narrow band oxygen sensors
are at 950mv. We want to bring that down to 890mv. Go to the VCM Editor
Engine>Fuel>Power Enrich, PE Enrichment>V8 Mult vs. RPM. Make sure
/Plus/ and /Selected/ are bubbled in. In this case the narrow band
oxygen sensor is reading rich, so bring it down by SUBTRACTING .01.
NOTICE THE DECIMAL!!!! VERY IMPORTANT!!! If lean, BELOW 890mv then ADD
.01 at a time. This is a small increment but we do not want to hurt the
motor.
*E.* After making the changes, go back to step B and repeat until the
oxygen sensors are in the 890mv to 900mv range.

*4. **/ELIMINATING KNOCK RETARD -/*

*A.* In the VCM Scanner>Histogram display>Retard, look for ANY knock
retard. For example, cell (4.0, .20) shows 4 degrees of knock retard.
This should be 0, so SUBTRACT 4 from the VCM Editor>Edit>Engine>Spark
Advance>Main Spark vs. Airflow vs. RPM Open Throttle/Moving>High Octane
(4000, .20) cell. Values cannot be less than zero in this table.

*B.*In the VCM Editor>Edit>Engine>Spark Advance>Main Spark vs. Airflow

vs. RPM Open Throttle/Moving>High Octane, go to the (4000, .20) cell
AND/OR whatever other cells that have knock retard and SUBTRACT the
amount of knock retard that is present in the Histogram display from the
value that is in the corresponding cell in the VCM
Editor>Edit>Engine>Spark Advance>Main Spark vs. Airflow vs. RPM Open
Throttle/Moving>High Octane table. Subtract by simply clicking on the
/Plus/ selection and in the box type -4 or whatever number you have to
subtract by and click commit.
*C.* Scan again and verify NO knock retard is present. If still
present, repeat from step A.

*5. **/A4 TRANSMISSION SETTINGS -/*

*A.* Ensure all Torque Management is disabled. If not, see Section *1*.
*B.* Open the VCM Editor>Edit>Transmission>A4 Shift Speed. Set WOT Shift
Enable %TPS = 90.
*C.* Set WOT Shift Disable %TPS = WOT Shift Enable %TPS-10 or 80 if you
used the parameter in step B.
*D.* Look at VCM Editor>Edit>Transmission>WOT Shift RPM vs. Shift. Set
these table parameters to the desired WOT shift RPM for each gear. Keep
in mind there is a slight delay at the shift point that will cause the
engine to exceed these RPM settings. Ensure the VCM
Editor>Edit>Engine>Fuel Control>Fuel Cutoff, DFCO>RPM Limits>P/N Cutoff
RPM is roughly 500 RPM higher than these settings. We don�t want to hit
the rev limiter during the WOT shift. Set Normal, Performance, and Hot
tables to the same parameters.
*E.* VCM Editor>Edit>Transmission>WOT Shift Speed vs. Shift--PLEASE
PROVIDE ME WITH A GOOD LINK FOR THIS. I KNOW THERE ARE
TABLES/CALCULATORS PER GEAR OUT THERE.
*F.* VCM Editor>Edit>Transmission>Shift Speed vs. %TPS vs. Shift = Leave
stock parameters.
*G.* Go to VCM Editor>Edit>Transmission>A4 Shift Properties>Desired
Shift Time vs. Torque>Normal. I basically guessed here, and could use
some input. For the first half of
the torque band, I set shift time to .500 so you get nice soft, smooth
shifts. Starting about midway, I decreased to .250 and for last 1/4 I
changed to .100. I heard you do not want to go below .100 or else you
will run into some kind of gear crossing? Please feel free to fill in here.
*H.* Go to VCM Editor>Edit>Transmission>Base Shift Pressure vs. Torque
vs. Gear. Okay this is kind of weird and I don't understand it, but what
I PERSONALLY did was again take half of the chart and to the left. Take
this and set to a LOW # like 10. I have a shift kit in my car, and
setting first half gives me nice smooth shifts. You would never know I
had a shift kit or torque converter in my car. I then took the middle
and started beefing up shifts in increments of 10 then increments of 15.
By far right of table I have shift pressure up to 96. Now, when you
drive my car at 0-1/4 throttle it is SMOOTH. 1/2 throttle, you can feel
a nice crisp shift. WOT it chirps tires from 1-2 and 2-3 shifts nice
and hard.
*I.*Upshift/Downshift pressure modifiers - I don't understand. If you
do, teach me and I'll update.
*J.* If you have a shift kit, leave max line pressure at 90. If not you
can probably set to 100.

* *

*The Basics *

IDEAL

(Rich) (Lean)

Base (ltrims) - 0 +

(Lean) (Rich)

WOT (O2's) .800 .880-.890 .900

 (Rich) (Lean)

A/F (WOT) 12.5 12.8 or .9 13.3

A/F (non-WOT) PCM will try to maintain 14.7:1

*Other Important Values*

IAC (idle) : 30-50

IAC (load) : <120

Injector Duty Cycle : See the chart below

Knock Retard : 0

LTFT�s : -5 to +5

MAF Flow :

Timing : 26-28 WOT, 15-18 idle

WOT0_2 : .880-.890 for narrow band sensors

*Injector Duty Cycle Chart - *The general rule is to not exceed 80% duty
cycle.

Duty Cycle

10%

20%

30%
40%

50%

60%

70%

80%

90%

100%

RPMs

3000

4 ms

8 ms

12 ms

16 ms

20 ms
24 ms

28 ms

32 ms

36 ms

40 ms

3500

3 ms

7 ms

10 ms

14 ms

17 ms

21 ms

24 ms

27 ms

31 ms

34 ms
4000

3 ms

6 ms

9 ms

12 ms

15 ms

18 ms

21 ms

24 ms

27 ms

30 ms

4500

3 ms

5 ms

8 ms
11 ms

13 ms

16 ms

19 ms

21 ms

24 ms

27 ms

5000

2 ms

5 ms

7 ms

10 ms

12 ms

14 ms

17 ms

19 ms
22 ms

24 ms

5500

2 ms

4 ms

7 ms

9 ms

11 ms

13 ms

15 ms

17 ms

20 ms

22 ms

6000

2 ms
4 ms

6 ms

8 ms

10 ms

12 ms

14 ms

16 ms

18 ms

20 ms

6500

2 ms

4 ms

6 ms

7 ms

9 ms

11 ms
13 ms

15 ms

17 ms

18 ms

7000

2 ms

3 ms

5 ms

7 ms

9 ms

10 ms

12 ms

14 ms

15 ms

17 ms
7500

2 ms

3 ms

5 ms

6 ms

8 ms

10 ms

11 ms

13 ms

14 ms

16 ms

8000

2 ms

3 ms

5 ms

6 ms
8 ms

9 ms

11 ms

12 ms

14 ms

15 ms

*Fuel Trim Cell Info*

* *

0 : Non load (? Coast or idle)

1 : Non load

2 : Non load

3 : Non load

4 : Non load

5 : Non load

6 : Load Part throttle

7 : Load Part throttle

8 : Load Part throttle

9 : Load Part throttle

10 : Load Part throttle

11 : Load Part throttle

12 : Load Part throttle

13 : Load Part throttle

14 : Load Part throttle

15 : WOT

16 : Idle PARK, A4

17 : Idle NEUTRAL, A4

18 : Idle Engine warm?, AC on, M6

19 : Idle Engine warm?, AC off

20 : Idle Engine Cold?, AC off

21 : Non load (? deceleration)

22 : WOT

Non load cells 0-5, 21

Idle 17-20
Part Throttle 6-14
WOT 15, 22

* *

* *

*AFR Info*

* *

Here is a chart that I have that should give you some insight into what
standards are for lean cruise etc...

9.0:1 BLACK SMOKE (NO POWER)

11.5:1 RICH BEST TORQUE @ WOT

12.2:1 SAFE BEST POWER @ WOT

13.3:1 LEAN BEST TORQUE @ WOT

14.6:1 STOCHIMETRIC AFR ( CHEMICALLY CORRECT )

15.5:1 LEAN CRUISE

16.5:1 BEST FUEL ECONOMY

18.0:1 CARBURETED LEAN LIMIT

22.0:1 EFI LEAN LIMIT

* *

*PE Tuning Info*

/Naturally Aspirated/
Air/fuel ratio for peak power is 12.8. If tuning on a Dynojet, try for
12.2 � 12.5 air/fuel ratio. If tuning on a Mustang dyno or on the street
try for 12.8 � 12.9. Some tuners say that LS motors run the best at
13.1. The AFR curve should berich up to max torque then lean out
slightly up to maximum RPM and then go a little rich a few hundred RPM�s
beyond maximum for safety.

*/PE Delay/*

If the RPM is below the delay RPM defined it will blend in PE at the PE
enrichment rate. That�s why many people set the enrichment rate to 1.
With a lower RPM delay PE will apply immediately above the RPM specified
and full PE will activate at the RPM specified.
Normal practice for automatic transmissions is to set that RPM limit to
the stall speed of the converter. For manual transmissions set it a
little less than the take-off RPM. An enrichment rate of 1 effectively
negates the delay RPM. For cars that experience tip-in knock retard at
WOT this is often the solution.

*VE Tuning Info*

/Higher VE values add fuel (telling the PCM you have more useable oxygen
in the cylinder)/

/Lower VE//values subtract fuel (telling the PCM you have less useable
oxygen in the cylinder)/

If using a MAF sensor, only tune the idle and part throttle areas of the
VE table, 4000rpm and below. If not using a MAF (Speed Density), tune
the entire operating area of the table.

A rough VE table will be more susceptible to burst knock retard.

1. I personally smooth each time, but I don't think it's necessary. I

don't stick with the raw polynomial results, however. I have a
spreadsheet which compares the poly value to the range the value should
be within to stay within my AFR range. I don't let the value fall
outside of these bounds.

3. The adjoining cells should be smooth not spikey. If it's a dip, it

should look like a U, not a V. You should tweak the spike and the values
around it to smooth it out.

4. I'm guessing that the max VE cell value you'll see for a stock
vehicle would be ~100-110. I think I've seen VE tables from FI cars
which are in the 150+ range.

itskinda like this. from the factory the ve table is the backup
controller, the maf is the primary measuring device for airflow, the maf
reading is double checked against the ve table to make sure nobodies
gone crazy. Now in a perfect world you VE table would be perfectly tuned
to match your engine then you plug the MAF in and perfectly tune it to
match your VE table.

Now for the imperfect world most of us live in.

Log your rpm, mass air flow g/sec (use imperial pounds if you must),
mass air flow frequecny, TP, dynamic cylinder air and fuel trims, save
the logs

Now what you will have to do is open the log in excel and figure out
what frequency areas of the maf need massaging to bring your fuel trims
in line, keep in mind that changing the VE alone will not make much if
any change to the fuel trim but changing the MAF flow VS frequency even
1% makes big changes. Also keep in mind that if you change maf without
changing VE you can start setting codes and getting flat spots and bogs
in throttle response.

confused yet?

Its not that hard, histogram shows which VE cell, if you look at raw
data in excel you will easily find the MAF frequency that was in play
when that particular cell was in use. My rule of thumb is if I add 1% to
a MAF frequency range I will add double (2% in this example) in the VE
cells in that range.

*/VE and Burst Knock/*

Once the VE table is correct, tune out any detected burst knock by
increasing the Edit>Engine>Spark Retard>Burst KR Enable Delta Cyl Air
Threshold vs. RPM table. The ultimate measure is whatever it takes to
eliminate the error between commanded and measured AFR.

*/SD Tuning, LTFT�s and MAF Table Scaling/*

Once the MAFless (SD) VE table is correct and the mass air flow sensor
is reconnected, the LTFT�s will go positive. Nowscale the VCM
Editor>Edit>Engine>Airflow>MAF Calibration>MAF Airflow vs. Output
Frequency table positive to get the LTFT�s back to where they were when
it was MAFless (SD). The point is to get an accurate VE table and then
adjust the MAF calibration table to agree with the VE table at the
observed LTFT values.

*MAF Sensor Info*

The stock mass air flow calibration is correct +-4% as long as nothing
in the intake tract has been modified. If the MAF meter, air lid, air
intake, or air filter has been modified than the MAF Airflow vs.
Frequency table will need modification. Do this after the VE table has
been corrected.

*/MAF Tuning � In Work /*

1.) Make sure you log Dynamic Airflow vs MAF Frequency (Hz) In HP Tuners
it is measured in lb/min so we will have to convert this later for the
MAF table (g/sec).
2.) Go do enough driving to log a variety of MAF frequencies. You
probably won't get a whole lot of data above 10,000 Hz or below 2000 Hz,
but get as much as you can. Cruising on the highway is a good place for
this as you can cover all rpms and a wide range of mph.
3.) Save the log run and export the data into an Excel readable format
and sort the data by MAF frequency (smallest to largest).
4.) Section off MAF frequency ranges that register with the frequency
points on the MAF table (i.e. For MAF table freq = 3000, you want to use
the data you logged in the range of 2940 to 3065) Take the average of
all the Dynamic Airflow data in this range. The reason you want to use
this range is so that the average is calculated using a sort of "swing
error" that straddles the calibration point itself.
5.) Once you have calculated averages for each range (this will be very
tedious and take quite a bit of time, but using excel functions makes it
much easier) you will have new MAF Airflow data to rebuild the table
with. 1 lb/min is equal to 7.58 g/sec so do that calculation and you
will derive a new MAF table.
6.) For all the calibration points that you were missing data for (above
10K Hz, below 2K Hz) you can either shoot in the dark and scale up
accordingly, or if you choose to log raw MAF air readings in tandem with
Dynamic Airflow and frequency, you can calculate the variance b/w your
dynamic airflow and MAF airflow and scale up by the trends you see on
either extreme. (i.e. If as you get closer to 10K and you notice the dyn
airflow is 10% higher than the stock MAF airflow, then you can go ahead
and "assume" that above 10K Hz it will most likely behave the same,
otherwise you could try to log 155+ mph runs)

I know this seems like a very painstaking way to do this but it worked
very well for me and using a lot of excel functions I was able to reduce
the time on this project significantly. I have verified that my MAF
reports almost exactly what dynamic airflow the motor sees and therefore
does not cause any confusion for the trims (this other bit of business
in this thread is not MAF related). Some people have tried using scatter
plot functions to derive equations that will supersede any manual
calculation, but having to "best fit" the curve for the logged data
leaves an element for bias and human error. Manual calculation appears
to be the most error free method that I can think of. Hopefully someone
can come up with an easier way!

*/LS1 VCM Main Airmass Calculation/*

The VE table looks as though it is in meters cubed; it is just not used

like a conventional VE table. The VE values are such that the PCM can
directly back calculate to g/cyl, the primary means to determine fueling
and timing.
This is what makes it so confusing. You can't solve for air mass, you
have to solve for g/cyl.

The equation
VE = ((mass flow * IAT / (MAP * RPM * Displacement))
Mass flow: grams/sec
IAT: Degrees Kelvin
MAP: Bar
RPM: RPM
Displacement: Cubic Meters

To solve for the mass flow in g/sec simply re-arrange the equation.
Mass flow = (VE * MAP * RPM * Displacement) / IAT

A very important calculation the VCM must make to ensure correct fuel
mixtures under all driving conditions is the dynamic air mass
calculation. This is the main calculation the VCM uses to determine how
much air it should use for the Base Fuel Calculation (Inj PW). The air
mass calculation is not simple and uses various combo's of MAF and SD
inputs depending on engine operating conditions such as current engine
RPM. It may also make decisions based on whether the engine is in a
steady load state (steady MAP) or unsteady load state (Unsteady MAP).
Note, that these thresholds change with RPM and MAP. E.g. at higher RPM
or high MAP readings you have more leeway before the VCM decides that
you have an Unsteady MAP condition. This unsteady MAP definition is
basically there to decide if a throttle transient has occurred (or
other) i.e. the MAF input is known not to be accurate under these
operating conditions.
Under normal conditions (i.e. all sensors working properly) in the code
I�m looking at it is like this:
(caveat: many of these thresholds may vary between code revs and vehicle
type)
RPM > 4000
----------
trust MAF completely and ignore SD calcs (apart from MAF sanity
checking purposes)

RPM < 4000

----------
if RPM < 2400 and MAP < 84 kPa then
Steady MAP threshold = 0.0 kPa
else
Steady MAP threshold = 0.8 kPa

If (Steady MAP) then

Calculate MAF Air mass/SD Air mass ratio (used for Unsteady MAP
operation)
Correction Air mass = MAF Air mass (filtered)
else
Correction Air mass = SD Air mass x MAF/SD Air mass Ratio
(calculated during Steady MAP conditions)

Transient Corrected Air mass = previous Final Air mass + proportion of

Correction Air mass

Final Air mass = fn(MAF Airflow, previous MAF Airflow, prev 3 MAP
readings, prev 3 TPS readings,
Transient Corrected Air mass)

There are 9 coefficients to this filter (and a total of up to 16

different sets of coefficients depending on operating conditions). It is
worth noting that the previous value is weighted heaviest followed by
the 2 MAF terms, so MAF dominates IMHO).

There are also a number of checks at the end to make sure things do
not exceed certain limits.
To summarize:
1. High RPM behavior is totally based on MAF
2. Mid RPM behavior has an allowance on Steady MAP behavior before it
switches to Unsteady MAP
3. Low RPM behavior (where the bulk of the fuel cells are) is dictated
by unsteady MAP behavior that is still mostly dominated by the MAF input
with small tweaking from SD)

If the VCM decides that a throttle transient has occurred (unsteady

MAP), the airflow incorporates a "correction" from the SD calculations.
This value is the SD calculated air mass multiplied by the previous
ratio of measured MAF air mass to calculated SD air mass (this
normalizes it, since you are worried about the transient deviation from
MAF air mass only). The way I understand it is this, imagine you are
cruising (MAP is steady), you have a decent vacuum in the manifold and
you change the throttle position quickly. Air rushes into the manifold
to service the change in air demands from the engine itself but also to
try and fill the vacuum. The result is that the MAF reads higher than it
should at that point in time (spikes). This is more pronounced at low
RPM where the engine airflow is smaller and the relative proportion of
extra airflow due to filling vacuum is higher, also the MAF is known to
be more inaccurate at lower RPM and more non uniform airflow. IMHO, the
SD correction is to account for filling and emptying of the manifold
during throttle transients and also to smooth the MAF's spikiness at
lower RPM�s.

The bottom line is that if the engine is at a steady load state or

operating at high RPM then the airflow is 100% based on the MAF once you
get thru all the filters and calculations. And the SD calcs only get
used for transients and smoothing lower speed operation.

At no stage does the MAF get ignored completely in these calcs (the
dominating terms of the main filter calc are always MAF based).

An interesting point to note is that removing the MAF basically bypasses

the whole system and directly sets the Final Air mass value to be the
result of the SD lookup (it also disables things like knock learn and a
few other nice things). Most have taken to calling this "Backup SD Mode"
which is as good a name as any I guess and I meant to allow the engine
to run with a failed MAF (although it is quite possible to tune using
this mode (e.g. HSV GTS 300kw comes factory this way). There is another
way to disable the MAF system completely (i.e. without setting the
DTC's) and by tuning of the thresholds and other flags you can get a
fully functional SD tune happening, the so called "True Speed Density Mode".

* *

* *

*LTFT and STFT Info*

*/STFT Info/*

The PCM uses the Short Term Fuel Trim (STFT) for real time fueling
corrections. They have a 10% window that will only affect the Long Term
Fuel Trim (LTFT) if the fueling correction is beyond the 10% window for
10 seconds. If this condition exists, the LTFT is changed and acted upon
during the next PCM timed cycle, which is every 10 minutes.

*/LTFT Info/*
The purpose of LTFT�s is to compensate for engine and sensor age and
variation over time.

/+ LTRIMS, PCM is sensing a lean condition and adding extra fuel/

/- LTRIMS, PCM is sensing a rich condition and subtracting fuel/

Positive long term fuel trims (LTFT's) indicate the PCM is commanding
more fuel in order to compensate for what is being perceived as a lean
condition. By doing so it maintains a stoichiometric air-fuel ratio of
14.7:1 during closed loop operation. That is, less than wide open throttle.
Negative LTFT's indicate the PCM is commanding less fuel due to what is
perceived as a rich condition although the air-fuel ratio remains the
same at 14.7:1 and in reality it's neither truly lean nor rich.
However, positive LTFT's can result in a rich air-fuel ratio during WOT
operation because the PCM will add fuel in addition to the PE table. If
they were negative no fuel is subtracted during WOT as that could result
in a lean condition resulting in detonation.
If the LTFT's are positive, often resulting in a rich AFR during WOT,
horsepower may be gained by getting the LTFT's as close to zero or
slightly negative during closed loop. In this way no additional fuel is
added during WOT. If the LTFT's are negative no additional horsepower
can be gained because the AFR at WOT is then determined solely by the
power enrichment table without any additional fuel being added except
during CAT over temp conditions.

To put it simply what's happening is the Mass Airflow Sensor (MAF) is

calibrated to expect outside air temperatures and temperature change
rates within a specified range. When you add an aftermarket intake you
often get colder and therefore denser, more oxygen rich air, than what
the MAF is calibrated for. It interprets this as more air than expected
when in reality there really isn't. In turn the PCM tells the injectors
to stay open for a longer period of time by lengthening the Injector
Pulse Width in order to inject more fuel into the combustion chambers.
By doing so the air-fuel ratio remains at 14.7 parts of air for every
one part fuel. Hence it is neither lean nor rich but rather right where
it's supposed to be.
But, when you go WOT the PCM remembers it had to add additional fuel
during closed loop and adds this extra fuel in addition to a
predetermined amount called for in the Power Enrichment vs. RPM table.
This results in a too rich condition at WOT and a loss of horsepower. Or
to put it another way: not as much H.P. as you can obtain should that
extra fuel not have been added.
For this reason you want the LTFT's as close to zero or slightly
negative during closed loop so no extra fuel is added during WOT. You do
this by using scanning software and a program such as LS1 Edit, etc. to
get the LTFT's correct. Once they are you can then tune WOT using a
wideband O2 meter and typically adjust the PE vs. RPM table for the AFR
you want. Note: some applications such as nitrous or forced induction
cars usually require a richer AFR than a normally aspirated car.
What is closed loop you ask? Closed loop operation means the front O2
sensors (forward of the catalytic converters) are used to help determine
the AFR and offer feedback to the PCM as to the current AFR. The PCM
then adjusts the injector pulse rate to maintain a 14.7:1 AFR. So it's
just that, a closed feedback loop.
What does open loop operation mean? Well, instead of using a closed
feedback loop (the O2 sensors are not used for input) the PCM uses a
lookup table that, to put it simply, is just a table that says "at this
RPM use X amount of fuel." This is called the PE vs. RPM table or "Power
Enrichment vs. RPM" table.

*Deleting Rear Oxygen Sensor�s*

_Driver Side Codes:_

137 - HO2S Circuit Low Voltage Bank 1 Sensor 2
138 - HO2S Circuit High Voltage Bank 1 Sensor 2
140 - HO2S Circuit Insufficient Activity Bank 1 Sensor 2
141 - HO2S Heater Performance Bank 1 Sensor 2
_Passenger Side Codes:_
157 - HO2S Circuit Low Voltage Bank 2 Sensor 2
158 - HO2S Circuit High Voltage Bank 2 Sensor 2
160 - HO2S Circuit Insufficient Activity Bank 2 Sensor 2
161 - HO2S Heater Performance Bank 2 Sensor 2

Go to Edit>Engine Diagnostic�s>DTC�s>Error Mode = 3 for each of the

codes above.

Go to Edit>Engine Diagnostic�s>DTC�s>SES Enabled = Off for each of the

codes above.

*Idle Info*

*General Operation*
The PCM calculates the IAC position based on a number of Airflow
calculations and estimations, the final idle airflow value consists of
the following two main components:
- Base Idle Airflow (Base + LTIT)
- Adaptive Airflow correction (STIT)

LTIT = Long Term Idle Trim

STIT = Short Term Idle Trim
Note: These names are made up to more easily understand than
proportional, integrator, slow filtered idle airflow, etc.

The first thing to realize is that the PCM only runs the adaptive idle
control routines when at idle conditions (below certain TPS and MPH
limits). However, the base airflow routine is controlling the IAC
position during all driving conditions (things you are aware of already,
such as the Throttle Cracker, and if you set your Base Running Airflow
values too high you get cruise control etc.). The combination of all
these components is what I call the Base Idle Airflow in grams/sec.

*Base Idle Airflow*

The Base Idle Airflow is combination of looked up values from various
tables within the PCM and also incorporates a Long Term Idle Trim (LTIT)
correction. This airflow directly controls the IAC position when at
non-idle and is the "starting point" for adaptive idle control. The base
airflow consists of the sum of the following individual components:
/Base Running Airflow/
- this is the main Idle Airflow when in PN (A4 only) or Gear (A4 or M6)
- a table vs ECT
/Startup Airflow/
- additional airflow during engine startup and initial run period
(decays to zero in the first few seconds of engine operation)
- a table and a few delays and decay rates
/Startup Spark Retard Airflow/
- airflow correction to account for startup spark retard (if used)
/Fans On Airflow/
- Additional airflow to account for increased engine load during cooling
fan operation
- Two values depending if one fan active or both active.
/DFCO Airflow/
- used to set IAC position during DFCO
/Throttle Cracker Airflow/
- additional airflow to open the IAC based on MPH and RPM
- zero during idle conditions
- a table
/Throttle Follower Airflow/
- controls rate of closing the IAC valve during throttle closure
- zero during idle conditions
- a few tables of initial value and decay rates
/Long Term Idle Trim Airflow (LTIT)/
- a slow moving correction based on the adaptive idle routines (think
LTFT's for fuel)
- the idea of this correction is to bring the Short Term Idle Trims
(STIT) to zero
- it has +ve and -ve limits
- a calculated value
/AC Airflow/
- airflow correction for when the AC is on, this is a torque based
calculation that estimates how much torque the AC is pulling and
calculates an airflow correction to compensate.
/IAC Park Airflow/
- airflow used to calculate IAC position when ignition is off and engine
not running
- used in place of all of the above
- a table

*Adaptive Idle Control*

The whole point of the idle control routines is to maintain the desired
Idle RPM. The PCM therefore needs to "close the loop" and use the Idle
RPM error as a feedback to provide this control. The monitoring of the
Idle RPM results in a Short Term Idle Trim (STIT) that provides the fast
moving closed loop control of the IAC valve. Again here it is very
analogous to the STFT's and feedback from the O2 sensors. That�s why I
chose these names rather than Proportional, Integral, and Derivate.

Okay, so the PCM has a Desired Idle RPM it is trying to

achieve and it is constantly measuring the current RPM and calculating
an Idle RPM error value. The PCM uses various aggressive and not so
aggressive algorithms to control the STIT, to provide fast convergence
(and also stall saver capability) but also reasonable idle stability.
During all this, the PCM is maintaining a fairly complex state
machine of, Are we at idle?, Is the engine transitioning back to idle?,
etc. The PCM does remember a few different last known state of the STIT,
for example, when you turn on the AC the PCM stops updating the "ACoff
STIT" and starts updating the "ACon STIT" (again here think Fuel Trim
cells). The idea of this is that when you turn the AC off the PCM can
quickly return to the original IAC operating point. For A4 vehicles you
also have the PN/Gear dimension as well.
A good example of the STIT in action is if you have an M6, you
have your foot on the brake and you partially let the clutch out and you
feel the engine pull harder to try and maintain the desired idle RPM. If
you were logging the IAC steps or the desired idle airflow you would see
it increase. Monitoring the LTIT and STIT is a very good tool to get
your Base Running Airflow values correct, ensuring your LTITs are not
maxing out on the limits and troubleshooting PN/Gear and Fan On/Off
stumble etc., especially after head/cam install.

*Desired Idle Airflow*

The net result is that the PCM takes the Base Idle Airflow (including
LTIT) and then adds the STIT to come up with a final Desired Idle
Airflow (which generally is available as a PID for logging). Then there
is a final step that takes this airflow value and translates it to the
actual IAC valve position or the ETC TPS position. It's basically just a
unit�s transformation for the most part and the IAC and the ETC have
their own control routines and state machines that effectively take this
idle airflow as an input.
The "Desired Idle airflow part, which is the final "airflow"
value the idle control routines deliver to set either the IAC motor
position or the ETC position.
After the "Desired Idle Airflow" is calculated, it is then
translated into an "Effective area" value in square millimeters (mm^2 ).
This is the cross sectional area required to deliver the airflow desired
(taking into account air density and pressure ratio across the
throttle/IAC). Now at this point the calculation branches to either IAC
or ETC.
If IAC is installed the "Effective Area" is translated into a
number of "steps" that delivers this area (a table of IAC Steps vs.
Effective Area).
If ETC is installed then there is a single value that
translates "Effective Area" into "Desired throttle area percent" units
of % area per mm^2 . This number is then handed over to the ETC routines
that control the ETC TPS %.

The ETC logic is quite simple in that it has two main inputs
the Accelerator Pedal Position (APP%) and the "Desired throttle area
percent" (IAC%). In the ETC code there is a maximum value that the IAC%
is clipped at as a safety check (mostly on the throttle cracker), but
the Throttle Cracker, Follower, Adaptive and various compensation
routines are all the same tables (i.e. the ETC code has nothing extra).
Now, the ETC looks at the APP% and checks if it is 0. If it is
not 0 then the commanded ETC position is a direct function of the
APP%+IAC% (accounting for throttle cracker). If it is zero then the ETC
position is controlled via the IAC% (as you would expect).
Once this ETCDesiredThrottleArea% has been passed thru the
numerous limiter functions (ETC RPMlimiters, MPH limiter,
TorqueMangement etc.) the final ETC Rotation% is calculated via a simple
transfer function of ETC Rotation% vs DesiredThrottleArea%.
There are maximum slew rates, minimum position checks and a
few other parameters here, but in terms of idle nothing else comes into it.
Unless you have modified your ETC in anyway, there would be no
reason to change the ETC% vs EffectiveArea scaler or anything else there
as far as i can see.

*What else?*
In addition to the Idle Airflow routines the PCM also has an RPM based
idle spark correction "closed loop" operation that it uses to control
the idle RPM. Since the spark advance can move much faster than the IAC,
it can provide very fine control of idle speed. When logging you will
see this as a jagged spark advance chart, most noticeable with cams at
lower idle RPM�s where the spark advance generally oscillates between
its min/max allowed values as the engine lopes at idle.

*Idle Tuning*
To set idle speed go to VCM Editor>Edit>Engine>Idle>Idle RPM>Target Idle
RPM vs. ECT table and change cell values to desired idle RPM. If idle
RPM is modified up or down, the VCM Editor>Edit>Engine>Idle>Base Running
Airflow>Idle Airflow vs. ECT table must be adjusted up or down also.

If a lean idle condition is present modifying VCM

Editor>Edit>Engine>Fuel Control>Open & Closed Loop>Idle Proportional
Fuel Tables = Off will most likely eliminate it and any low RPM surging.

*A Basic Idle Tuning Strategy*

1. Set idle speed to desired RPM. 900-950 is good for cars with
aftermarket cams.
2. Go to all your spark tables and set the park and drive idle values
to about 22 degrees.
3. Now switch to a scanner that lets you see IAC counts and TPS
voltage. This is where we will spend some time.
4. We want IAC counts to be 40-60 for cars with aftermarket cams. The
stock cam runs about 60-80 counts. A car with an aftermarket cam
will want less IAC counts.
5. To reduce IAC counts turn off the car. Turn the idle set screw
clockwise to open the throttle blade a LITTLE. Unplug the TPS, turn
the key to the on position, DO NOT start the car, for 30 seconds.
Turn the key off and plug TPS back in.
6. Start the car and begin scanning. Monitor the IAC counts and repeat
step 5 until the IAC counts come into line. It will take about 4-6
times to get the IAC counts correct.

Note: Keep in mind that TPS voltage must be in the .4 to .6 range. If

above or below this voltage, the PCM will fall into the wrong cell at
idle. Check the TPS voltage each time the set screw is adjusted and
adjust as necessary.

Another adjustment that will help start-up and idle is to go to the

cranking VE table and multiply the whole table by about 80% to lower it.
Now go to the primary or secondary, if the PCM has it, VE table and drop
about 3-6 counts off the idle area.

*/Open Loop Idle Fueling/*

The VCM Editor>Edit>Engine>Idle>Base Running Airflow>Idle Airflow vs.

ECT table is like a software choke that is used to control the mixture
at idle when the engine is in open loop. It controls AFR by opening or
closing the throttle blade slightly to meet the values in the cells at a
given coolant temperature.

*/Closed /**/Loop/**/Idle Fueling/*

For closed loop idle fueling the 400, 800, and 1200 rpm cells at the
lowest MAP value�s in the VCM Editor>Edit>Engine>Airflow>Main VE>Primary
VE vs. RPM vs. MAP table has control over idle fueling.

* *

* *
*Tuning the VE table in HPTuners - Overview*

*Wideband and Narrowband methods*

The LTFT value is your indicator of how much error is in your Volumetric
Efficiency table. If Block Learn is at 0% everything is just right. If
your STFT is more than 3 % away from 0 , the LTFT value is still
"learning". A motor is considered well tuned to have LTFT values between
+- 4%. Not every motor can achieve this though.

*Step by Step for SD tuning Wideband Method:*

1: Unplug MAF sensor
2: Disable the SES lights for MAF codes P0101, P0102, P0103 (No check
engine light.) Do not completely disable the codes or the PCM will not
fall into SD mode. Only turn off the SES light, DO NOT DISABLE THE CODES
THEMSELVES!
3: Change all points to 1.13 in the Open Loop F/A vs ECT vs MAP table
(commands AFR of 13.0)
4: Change all points in the Closed Loop Enable Coolant Temp vs IAT table
to 250* (Disables closed loop)
5: Copy High Octane table to the Low Octane Table (computer reverts to
low octane table when MAF is unplugged, this assure�s optimal timing)
6: Change all points in the Power Enrich Fuel Multiplier vs RPM table to
1.0 (disables PE mode)
7: Use your wideband and HPT histogram to verify AFR of 13.0
8: Make adjustments to the VE table accordingly to dial in a 13.0 AFR
using the desired formula - current afr/13.0 = VE multiplier
example: cell @ 1600 rpm Map 50 is showing the air/fuel to be at
11.7 in the histogram. 11.7/13.0=0.9 Lets say that your VE table has a
value of 48 listed at 1600 rpm, Map 50. Using the above formula you
would multiply that value times (.9). 48*.9=43.2. 43.2 would be your new
VE value. Continue using this formula until all data has been plotted.
9: Hand smooth VE as described by Magnus (a smooth VE results in crisper
throttle response), upload new .bin and repeat steps 7 and 8 until all
cells in the histogram are 12.8 - 13.2.
10: Change all points in Open Loop F/A vs ECT vs MAP table back to stock
(re-enable stoich commanded AFR)
11: Change all points in the Closed Loop Enable Coolant Temp vs IAT
table back to stock (re-enables closed loop operation and fuel trim
leaning)
12: Change all points in the Power Enrich Fuel Multiplier vs. RPM table
back to stock (re-enables PE mode)
13: Use wideband and PE table to dial in desired WOT AFR. (Optimum HP at
WOT)

*Step by Step for SD tuning Narrowband (stock) o2' Method:*

1st a couple of things to keep in mind:
a: This method will not be as accurate as the one above, but it should
get you real close for part throttle.
b: Please keep in mind that depending on where you have your PE enable
settings, you will probably only get "0" LTFT values in your histogram
after 4,000 RPM.
c: For WOT you will still need a WBo2.
d: There will always be a 2-4% change in learning from day to day.
Weather, fuel, and engine dynamics vary quite a bit. It�s the VCM's job
to learn these corrections. It is recommended that all tuning sessions
be done in like weather conditions.
e: There are two methods of using the LTFT's to correct the VE table,
below is a description of the two taken from the HPTuners help file. I
will try to elaborate a little more on them.
1: Unplug MAF (Replace with strait bellows if you do not have intentions
of ever using a MAF again ie. always speed density.)
2: Disable the SES lights for MAF codes P0101, P0102, P0103 (No check
engine light.) Do not completely disable the codes or the PCM will not
fall into SD mode. Only turn off the SES light, DO NOT DISABLE THE CODES
THEMSELVES!
3: Copy High Octane table to the Low Octane Table (computer reverts to
low octane table when MAF is unplugged, this assure optimal timing)
4:Write your file to the VCM and go for a drive approx 20-30 minutes,
and try and hit has many cells as possible. Use the "default" config
file and scan your LTFT's and STFT's into the histogram.
5: After you have logged sufficient data, it is now time to look at what
changes you need to make. This will require looking at both the LTFT and
STFT data on a cell by cell basis.
a: If the majority of your LTFT cells, are greater than a 10% swing (+-
10), then refer to method 1.
b: If the majority of your LTFT cells, fall between +-10% then refer to
method 2.

*/Method 1 using the LTFT and STFT corrections from the scanner
histogram data:/*
The VE table corrections can be derived by the following formula:
(+-LTFT%) + (+-STFT%) = Final % Learned
If your LTFT histogram value @1600 RPM, 30 kPa Map is +7 and the
associated STFT value is -2 your total % fuel correction is +5. Use
about � the correction (2.5%) on the VE table cell @1600 RPM 30 kPa Map
to avoid overshoot.

Repeat this process for any LTFT histogram value until you see a +- 4%
range. After you reflash your VCM with the new VE table, use the VCM
Controls function to reset the fuel trims before you start recording new
data. This will give you a �clean slate� to work with.

It will take you the better part of an afternoon to log the LTFT, make
the corrections to the VE table, then verify the results on the
histogram again.

*/Method 2 using the STFT corrections only from the scanner histogram
data:/*
This will require you to disable the LTFT process.
Use of this method requires your VE table to be no more than 10% off. If
your VE table is beyond this, start with method 1 first.

Depending on your model you can either turn the LTFT enable option to
�Off� (Edit>Engine>Fuel Control>Open &Closed Loop>Long Term Fuel Trim
Enable = OFF) or set the LTFT minimum Engine Coolant Temp (ECT) to its
maximum value. Using the scanner reset your Fuel Trims. Go for a drive
and record the STFT's.

The above step of disabling the LTFT learning process will let the VCM
run the STFT correction, but no make any LTFT corrections.
The advantage to this is you only have to use the STFT table on the
histogram to get your fuel % correction values. You no longer have to do
the (+-LTFT %) + (+-STFT %) math or keep track of the LTFT cell number
in use.
The number derived in the histogram can now be used as a 1:1 ratio in
the VE table. So, if you are showing -7 in your histogram, you could
subtract 7 from the corresponding VE cell, the net result should be a
value closer to 0 during your next logging session.

This will take you about � the time to log the STFT, make the
corrections to the VE table, then verify the results on the histogram
again.
Once you have achieved a histogram of near 0 values, you can go back
into the editor and re-enable your trims.

* *

* *

* *

*LS1 Tuning Guide*

This document will attempt to layout a step by step process to guide you
in the tuning of your ls1 powered vehicle

*Requirements *

In order to properly tune your car there are a few items that you need
to have available

1. HP Tuners

2. Laptop computer

*Outline *

There are many different ways one can tune a car, but below I have
outlined a methodical process which should work well.
1: Set absolute parameters

2: Start car, verify

3: Tune idle

4: Tune part throttle

5: Tune WOT

/1: Absolute parameters /

At this point the laptop is connected to the car and the base program is
downloaded and saved (*always* start with YOUR base program). The number
one thing to remember when editing the PCM is to make only one or a few
small changes at a time.

First start with the "absolute" parameters.These values can be known and
set with total objectivity. These generally include gear ratio, fan turn
on temps, rev limiter, etc. Choose a desired idle rpm and enter it
initially. The main idea here is to keep the program as stock as
possible - we only want to change values that have a concrete value -
leave shift points, fuel, spark, and other subjective values alone.

The only tricky parameter to set here will be injector constant. This is
because the LS1 does not have a manifold vacuum regulated fuel pressure,
so as manifold vacuum changes (and rail pressure stays constant) the
pressure drop across the injector change, so the injector flow/constant
itself changes. If a vacuum referenced regulator is used, (some
supercharger setups, etc.) then simply fill in a constant value across
the range.

/2: Start car, verify /

Now we will start the car and verify that everything is working
properly. Before we actually key on we should have our scanning/logging
software hooked up and ready to go. The suggested minimum parameters to
be logged are:

RPM, MAF flow (g/sec or lb/min), MAF Frequency, MAP, Spark Advance,
Knock Retard, Injector Pulse width (left and right banks), O2 sensors -
B1S1 and B2S1, IAC Position, L-trim (left and right), S-trim (left and
right).

In addition to any parameters of special interest, all data should be

logged to disk.

Now we are ready to start the car. Start it and begin logging. First
verify everything seems mechanically sound (oil pressure, etc.). Next,
look at the MAF flow and/or frequency. As you blip the throttle this
value should increase/change. Let the car run for a while to heat up and
go through its DTC tests. Watch out for any kind of SES light. If any
are observed determine if it is a mechanical/electrical problem or if it
is simply caused by a new engine combination (camshaft, etc.). Once the
vehicle is up to operating temperature verify that the O2 sensors are
responding to changes in the throttle. If the vehicle seems to be
running decently (no pinging or potentially problematic situations)
drive it around for awhile. Monitor the STFT�s, LTFT�s, and O2 values
and ensure no great splits exist, exhaust leaks, etc. If the O2 sensors
are old or just aren't switching fast enough (anti-freeze and RTV can
both kill them easily) they should be replaced before continuing any
further.

/3: Idle /

Now that we have verified everything is in proper working order we can

begin tuning. Idle is the best place to start. Previously we set the
desired idle rpm - subjectively decide if this rpm correct. If not,
change the value and re-evaluate. Once the desired idle rpm is achieved,
we can begin tweaking it for stability. Take note of the IAC counts. In
a no load situation (neutral, no ac) they should be no lower than 30,
and no higher than 50. A hole may need to be drilled in the throttle
body or enlarge the one that is already there to bring down the IAC
values. Do this until they are acceptable. Now put a load on the car (D
if automatic, and put the AC on). The values here should be no higher
than 120 or so. If they are enlarge the hole.

Repeat the above process until the IAC values fall inline. If the idle
is still unacceptable then try adjusting the timing. Be careful of
adding to much timing - it can give a great no load idle, but with any
kind of load will become erratic. A "hunting" idle is a sure sign of too
much timing. To adjust the timing at idle the base spark tables are the
easiest place. The tables are scaled vs. rpm and g/cyl of airflow. The
rpm part is evident. To calculate the g/cyl use the following formula:

g/cyl= 15 * MAF(g/sec) / RPM

This formula takes mass flow per unit time and converts it to mass flow
per cylinder. The 15 is a constant which corresponds to the
characteristics of a V8 running a 4-cycle combustion cycle. The easiest
thing to do is to load the log file into excel (export it as a CSV),
then create a formula in excel which applies the formula above.

/4: Part Throttle /

Not that the idle is correct and we have verified that the car is in
proper working order we can begin part throttle tuning. The first step
in this is to record a long log file of driving, a minimum of 20
minutes, but the longer the better.
Once we have a log file we can begin the data reduction. The first
element we will tune will be the fuel delivery. At part throttle the
computer uses the MAF meter to find the amount of air entering the
engine. It then calculates the amount of fuel required to maintain a
14.7:1 A/F ratio. It injects this fuel by controlling the injector pulse
width. The O2 sensors, which are very accurate at 14.7:1, provide
feedback to the computer and let it know how close it is to the goal.
The computer uses this feedback to tweak the fueling of the motor to
achieve a proper 14.7:1 a/f ratio. This "tweaking" is exhibited to
through the STFT and LTFT parameters. These values indicate how the
computer is correcting. Since injector flow and pulse width are known
with great precision, and we have no control over the internal
algorithms we will assume that any inaccuracy (which is exhibited by
nonzero trim percentages) is a result of an incorrect MAF transfer
function.

In tuning part throttle we will tweak the MAF transfer function

according to the LTFT values we logged. There are 2 ways of doing this,
the simplest is to view the LTFT values, average them, and scale the
entire MAF table by a percentage which will give the LTFT�s a 0 to -4.
LTFT�s are in units of percent so this is easy. If the average LTFT�s
are around +5 and we want to shoot for -4, then we would just multiply
the entire table by 109% (or an increase of (+5 - (-4))=9 percent).
Likewise if we were at -10 and wanted to shoot for negative 4 we would
decrease the entire table by 6 percent, or multiply by 94%.

Once this is complete repeat the logging process above and check the new
LTFT value. We want to avoid positive LTFT values since they will be
applied at WOT and will lead to inconsistent fueling. Negative values
are okay, though we shouldn't go too far out of whack.

The second option is a little more complicated. It uses the same premise
above, but instead of taking the average value it applies a localized
LTFT correction to each point of the MAF transfer function and derives a
new curve. This method is not for everyone, but in certain instances is
very useful.

After repeating the above method until LTFT�s fall in line, fueling
should be complete. Now we can address spark. Spark advance is a rather
difficult item to tune directly, but here is a suggested method. This
method relies on a properly functioning knock sensor without any
desensitization.

Assuming the car is naturally aspirated and does not ping with the stock
timing advance: Take the entire timing table and increase it by 5
degrees. Now start driving the car while logging. Try and emulate every
possible driving condition. If pinging is detected at any point back
out. If the car pings constantly reduce timing across the board two
degrees.

When done logging export the data to a CSV file and open in it excel.
Here we will make a pivot table. Create a column with g/cyl, spark
retard, and rpm. Use these three items to make a pivot table. Scale the
table with g/cyl on the x axis and rpm on the y axis. Put spark retard
in the middle and set it's mode to average. You should group the axis
along the same lines as they are grouped in the PCM.

We now have a table of the average spark retard taken out at each timing
point. Now go to the table in the PCM and subtract 75% of this value
from the actual spark advance at each point where spark retard occurred.
Re-log the car. Repeat the procedure until no spark retard is detected.
The timing curve should now be tuned.

If the car is an automatic we will now start tuning shift pressure,

shift points, and TCC.

/5: WOT tuning /

The first thing to do is make a quick WOT pass in a low gear (a low
load) and check both O2's and knock retard. O2's are NOT accurate or
precise at this a/f ratio, but can still be used for a ballpark
estimate. If they aren't 850-950 we will adjust the PE vs. RPM table
accordingly. This table is where all fueling changes at WOT are made. If
knock retard is present we need to localize it to a point in the timing
table, so using the method above for part throttle tuning, we will do
the same thing for WOT tuning.

If either spark or fuel is changed then go back and check the other by
logging. A wideband O2 sensor is required to accurately set the fuel
map. If wideband feedback is available the a/f ratio will generally end
the richest at your torque peak and leaning out from there to peak
horsepower and then a little rich before and after the shift point for
safety.

Once fuel and spark are set then begin playing with the shift points and
transmission parameters automatic cars. If it�s a manual transmission we
are good to go!

*Follow-Up *

After a week or so you need to re-verify all your logged values and
ensure they haven't drifted. If they have, repeat the processes
necessary to bring them back in line.