I do have a wide band gauge, which works most of the time, and maybe it works all the time, and truly weird things are happening. The wide band has datalogging capability, but I don't know how you record this in conjunction with the other sensor feedbacks. Do these stand-alone wide band gauges have the ability to read right along with the datalogging of the other sensors? Do you open two windows, and tile them, or can they somehow make a graph of the selected ECM inputs that includes the wideband O2 sensors feedback?
The thing is, when things get hairy in the cold start situation, the wide band gauge really seems to go insane. It swings quite lean, and quite high as if something is trying to correct, and it overshoots.
Accel lets you chose from a wide array of ECM inputs and outputs to data log, but you can only do five at a time. So far I think I have not hit on the best choices, because I will look at the graph and say to myself, "now why did it do that?". For instance, on the cold start data log I thought I chose Engine Coolant Temp, or EGT, but when I got back the graph it had two Map sensor values, one is KPA and one is PSI. So that was kind of a bust. I haven't yet included the VE table value, which admittedly I can determine by looking at a printed copy of the table and cross reference the RPM and KPA value, but the less processing for clerical stuff, probably the better, since I am trying to grasp a concept here, and the more available brain power, probably the better.
I hate to take up so much space here on the slant forum with EFI talk, but you guys seem to have very useful feedback, and there seems to be a genuine interest here. I also hate to look so dumb, but then if it walks like a duck, etc. I am really open here about my ignorance. No BS coverup job is in the works.
Once the basics are done, there is some really sophisticated stuff Accel will do which I don't understand. I will get to that and share it in time. For instance, there is some kind of correction factor for each individual cylinder to correct for lean and rich. You have to program in the correction coefficient in the system setup. I will get that figured out in time. I have been told for years here on the forum that cylinders number 1 and 6 burn lean, so this will be something that can correct for that. I am a long way from that at this point though. Everyone says get your basic VE table set up well first before playing with variables and correction factors. Thanks again for any thoughts and advice.
In thinking back over this engine's entire history, it actually exhibited the same characteristics when it was carbureted. I am pretty sure it got to running leaner after an hour of driving. So what would cause this? If I can answer that question, then maybe I can figure out how to program a correction for it. I will watch the engine coolant temperature more closely in the future.
Sam
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