I have it, It is asking for a fair amount of fuel down low. I see why you had a hard time getting it to settle at first.

I will look this over better when I get up in the morning when my brain is fresh.

Thanks.

The new VE table was constructed late in the day - and seemed to be an improvement - not as much wideband correction was displayed.

I see in the auto-tune instructions that for it to be within the window, not only do you have to be within 200 rpms, but also within 7 Kpa. Does this mean that I need to construct new tables?

Frank

No, your tables are fine. But that is where my comment of needing to use brakes when tuning. You need to get the load pretty close for it to work.
Your bins are just 10 KPA apart so you should be able to step from one to the next.

Hi Frank,
How far up in RPM have you tuned so far? Before driving I would tune up to at least 5K so there is a baseline as well as somewhere for the engine to return to.

I've only tried the first couple of bins - 800 & 1200, but in auto tune I get the "tuning point is outside window" message, so I don't know if I'm really tuning anything. That was on the old VE table.

On the new VE table, I tried using the Q/W to adjust the VE to lowest MAP, but found very little adjustment needed. I'll try the higher bins today.

Frank

This morning, the engine started immediately at 50F* ambient, idled initially at 1320 rpms and tapered to 800 rpms as it got up to temperature, so I'm fairly confident the IAC is now operating very close to where I want it. I may need to give it a few more steps to make certain the pintle is closing completely, but it's close enough for now.

After it was warm and wouldn't drop below 800 rpms, I blipped the throttle once to see if the idle would drop any more and it died - looked like it went lean on the gauge - so I'll need to adjust acceleration enrichment..... but that can also wait for the fine tuning stage.

Now, I need to deal with the oil leak(s). I'll have to remove the P/S pump (again) to find out how oil is getting on the filter adapter. It also looks like the pan flange is leaking at the front (maybe a casualty of the loose bolt jammed in the timing sprocket)..... and, there's a small amount of oil on the starter heat shield. There's no leakage at the rear cam plug. I've tightened the valve cover, with no improvement so far, so I may have to reseal the valve cover..... hope it's not the front cam seal. <img src="/forums/images/graemlins/shiner.gif" alt="" />

Frank

More work,
Get all your bins tuned before going to the acceleration. You want the least activity for getting the base mixture set. Then go to accel and decel for driveability.

Definitely a textbook example of over engineering at its finest <img src="/forums/images/graemlins/rolleyes.gif" alt="" />

The MAF sensor has been removed from the air filter housing lid and the holes plugged - the horses should be able to breathe now:



Here's the reason that auto-tune doesn't work at idle rpms:


The controls are set so that normally AutoTune is disabled in the idle bins because it's better to tune it to
what is working well than a preset air/fuel ratio. But there is a way to deal with the "Tuning point is outside window" message if you want to extend the auto-tuning range:

In "car1" folder, open the mtCfg folder inside this directory. There's a file in there called custom.ini. Open it with Notepad or a similar text editor. You'll see a block that begins with [AutoTune] and a couple of computer-speak if-then statements. You want the block that either begins with "#elif MS_II" or some note that it works with MS-II. Inside that block, you'll see a set of notes like this:

xLimits = 1200, 5000
yLimits = 20, 90
zLimits = 10, 150

The xLimits control the RPM range where AutoTune works, and the yLimits control the range of MAP values where it works. The zLimits controls what it can set the VE table to. Adjust these numbers to put the AutoTune range where you want it to be. However, it's probably better to tune the idle by hand. I might try changing the rpm floor limit if I can't get it to work like I want..... so far, the new VE table (yes, I've generated another) seems fine for idle characteristics.

This time I've told the VE table generator to expect the following:

CID = 181
Cyl = 6
Idle = 650 rpms @ 33 Kpa
HP = 250 @ 5500 rpms @ 150 Kpa (~7 psi)
TQ = 275 @ 5000 rpms @ 150 Kpa (~7 psi)
Redline = 6000 rpms

It's scary that I'm beginning to understand the relationship of the VE table to the other data. <img src="/forums/images/graemlins/lol.gif" alt="" /> I do think the MS manual could be better written. As an example, I've found my initial concern about EGO correction to be valid and a sign that something is out of kilter. On the first VE table, I was getting a surging idle and showed 170% EGO correction with a VE value of around 30. After I generated a new VE table with higher values around 60, EGO correction was reduced to about -0-... just a small hunt within 1-2% each side of the target AFR of 13.5:1 that I set in the AFR table. I don't see why the writers of the MS manual couldn't suggest that you first tune the VE table based on limited EGO correction, before tuning for lowest MAP. <img src="/forums/images/graemlins/evil.gif" alt="" />

Frank

didn't get paid. I think tech manual writing is one of the hardest kinds, sort of like writing military orders. It is VERY hard to be perfectly clear, without ambiguity or given the extreme variance in reader's base knowledge, possiblilty of misunderstanding. These got written by people who ALREADY know almost everything there is known about MS. It shows. As does the fact that there was not much critical editing (the other REALLY hard profession).

I sometimes wish I hadn't suggested MS, Frank. But I bet you don't make me sorry...