- Tue Jan 02, 2024 9:56 pm
#66563
The suggested changes by MLV VEA are to correct toward the AFR Table value you set - not right to it. If it sees richer running than the target at a particular point, it looks at the O2 value and the PW used, and adjusts the suggested VE to shift fueling toward the target AFR.
Note the Cell Change level (Easy, Normal, Hard, Very Hard) are incremental step size toward the AFR target value. So, if set for Normal, it will only suggest a portion of the full correction required, in order to avoid over-correction. Smart! Part of the suggested new value is based upon how many "hits" the cell received in the log. A few hits, not much change. Many hits, more aggressive change with more data supporting the change. After multiple logs and VEA everywhere, followed by predictive table smoothing, you can turn on O2 corrections and verify everywhere runs at your targets.
This is why we configure our driving for the specific area we are auto-adjusting with VEA, so we get as many hits as possible in the log, in that area. We also (when possible) sustain the specific cell as steady as-possible, as log sections where accel and other fuel "add-ons" appear are ignored. Steady and deliberate driving, not zinging all over. This also helps to avoid larger errors if the Lambda Delay Table is not perfect.
So again, if you only have hard acceleration, you won't get many useful hits after the cells with AE (affecting resulting AFR) are filtered out automatically. Likewise, this is why you would set minimum VEA temperature where your warmup is no longer active. An example of creative driving could be wanting to log high load at low RPM. Instead of hitting the throttle (those hits will be filtered out with AE), try stuff like slowing in-gear as low as possible, then begin dragging a brake while adding a bit of throttle, maintaining RPM. Juggle more brake and more throttle. On a hill is even better. This will get you logs that cover more of the un-adjusted area for VEA.
The takeaway - the important points here are 1) to bring the VE Table to run at the AFR Target table values you set. Until you get more experience, you need a consistent basis of fueling, limiting your ability to try new fueling to check improvements. Running all over the tables with creative diving to get everything pulled to your current AFR targets with your current settings should be your primary focus right now. 2) Reading while relaxing by the fire about other stuff is fine, but when on the bike and for now - use your current settings to stabilize the entire table, then begin your tuning program to find best values. IMPORTANT - if you mess with settings, modes, or other things now, you will delay the stabilization of your current tune by corrupting the current operation. Do NOT mess with it. Get the tables solid as-is. Go from there with your new data.
As @LPG2CV mentioned, do not worry about running out of MAP and other concerns. You will see how that resolves as you continue the process. Don't try to out-guess it now, and your best teacher is following the process. BTW - misfire is seen in one or several data streams, such as a spike in AFR (leaner with misfire), spike in MAP, and sharp decel spike in rpm/s with the sudden unload on the crank, etc. Don't forget misfires can be light or partial, and not big events, and you need to be able to 'see' them. I always have rpm/s running a trace to see stuff like that.
Note the Cell Change level (Easy, Normal, Hard, Very Hard) are incremental step size toward the AFR target value. So, if set for Normal, it will only suggest a portion of the full correction required, in order to avoid over-correction. Smart! Part of the suggested new value is based upon how many "hits" the cell received in the log. A few hits, not much change. Many hits, more aggressive change with more data supporting the change. After multiple logs and VEA everywhere, followed by predictive table smoothing, you can turn on O2 corrections and verify everywhere runs at your targets.

This is why we configure our driving for the specific area we are auto-adjusting with VEA, so we get as many hits as possible in the log, in that area. We also (when possible) sustain the specific cell as steady as-possible, as log sections where accel and other fuel "add-ons" appear are ignored. Steady and deliberate driving, not zinging all over. This also helps to avoid larger errors if the Lambda Delay Table is not perfect.

So again, if you only have hard acceleration, you won't get many useful hits after the cells with AE (affecting resulting AFR) are filtered out automatically. Likewise, this is why you would set minimum VEA temperature where your warmup is no longer active. An example of creative driving could be wanting to log high load at low RPM. Instead of hitting the throttle (those hits will be filtered out with AE), try stuff like slowing in-gear as low as possible, then begin dragging a brake while adding a bit of throttle, maintaining RPM. Juggle more brake and more throttle. On a hill is even better. This will get you logs that cover more of the un-adjusted area for VEA.
The takeaway - the important points here are 1) to bring the VE Table to run at the AFR Target table values you set. Until you get more experience, you need a consistent basis of fueling, limiting your ability to try new fueling to check improvements. Running all over the tables with creative diving to get everything pulled to your current AFR targets with your current settings should be your primary focus right now. 2) Reading while relaxing by the fire about other stuff is fine, but when on the bike and for now - use your current settings to stabilize the entire table, then begin your tuning program to find best values. IMPORTANT - if you mess with settings, modes, or other things now, you will delay the stabilization of your current tune by corrupting the current operation. Do NOT mess with it. Get the tables solid as-is. Go from there with your new data.

As @LPG2CV mentioned, do not worry about running out of MAP and other concerns. You will see how that resolves as you continue the process. Don't try to out-guess it now, and your best teacher is following the process. BTW - misfire is seen in one or several data streams, such as a spike in AFR (leaner with misfire), spike in MAP, and sharp decel spike in rpm/s with the sudden unload on the crank, etc. Don't forget misfires can be light or partial, and not big events, and you need to be able to 'see' them. I always have rpm/s running a trace to see stuff like that.
-= If it was easy, everyone would do it =-