12212156 lean bank 2 (red) & lean bank 1 (yellow)

[30bird]

Are you logging fuel trims and O2 mV? What are the values you are seeing?

Looks like I need to look up how to log data.
I have been looking at the live data (brain logging) and both the B1-1 and B2-1 sensors are showing good wave forms and closed loop is on.
One of the post cat (bank 1-2) O2's has been broken since I got the truck so I turned off the DTC's for both B1-2 and B2-2.

I am just trying to learn to tune for power and efficiency. I am getting what seems like slower 1/4 mile on torque 21.1 the 12212156 tune vs 18.6 the stock 9373372.

I am trying to educate myself watching Mega Mechatronics, "How to tune, Engine Tuning 101" youtubes where I learned holy pistons batman LEAN IS BAD!

Also seems like worse gas mileage than I anticipated with the 12212156 tune 12mpg mixed driving 16mpg on highway then the stock 9373372 (I cant find an XDF for 9373372 so I can't edit it)

Phoenix does HP tuners have tuning on that 9373372 OS maybe I should invest in HP and some credit$ ?

[Phoenix]

Are you logging fuel trims and O2 mV? What are the values you are seeing?

Looks like I need to look up how to log data.
I have been looking at the live data (brain logging) and both the B1-1 and B2-1 sensors are showing good wave forms and closed loop is on.
One of the post cat (bank 1-2) O2's has been broken since I got the truck so I turned off the DTC's for both B1-2 and B2-2.

I am just trying to learn to tune for power and efficiency. I am getting what seems like slower 1/4 mile on torque 21.1 the 12212156 tune vs 18.6 the stock 9373372.

I am trying to educate myself watching Mega Mechatronics, "How to tune, Engine Tuning 101" youtubes where I learned holy pistons batman LEAN IS BAD!

Also seems like worse gas mileage than I anticipated with the 12212156 tune 12mpg mixed driving 16mpg on highway then the stock 9373372 (I cant find an XDF for 9373372 so I can't edit it)

Phoenix does HP tuners have tuning on that 9373372 OS maybe I should invest in HP and some credit$ ?

When you are floored to test the 1/4 mile time you are in open loop, so the )2 sensor feedback is ignored. There could be a few differences between spark tables, power enrichment and modifiers for both that can cause the variance in times.

Do you have a wideband and a way to log it? I would make sure your VE and MAF tables are taken care of.

HP Tuners does have access to the 9373372 OS, but you will have to purchase a box (currently on backorder), 2 credits and you will still have to have a wideband to be able to log fuel.

[30bird]

Wondering if it might be easier to swap in
the 25317628 2001-2007 injectors for
the stock 25317669, 25320287 - 1999 injectors
Wha'd do you think would that solve my issue? will they even fit?

[Phoenix]

Wondering if it might be easier to swap in
the 25317628 2001-2007 injectors for
the stock 25317669, 25320287 - 1999 injectors
Wha'd do you think would that solve my issue? will they even fit?

Truck injectors should be the same height and have the same connector, so they should be a direct swap.

Since you are throwing the P0171 and the P0174 codes, that tells me that your Long Term Fuel Trims (LTFT) are +23 or more, they actually max out at +25, so you are not commanding enough fuel. When I finish with a tune I like to see the LTFTs settle between 0 and -5. Short Term Fuel Trims (STFT) will always bounce around, because that is what the O2 sensors are doing. It's the average of the STFTs that determine the LTFTs values. We know that your LTFTs are probably maxed out, what are your STFTs values? The final fuel adjustment will be STFT + LTFT, so if your LTFTs are at +25 and your STFTs are +10, that would mean that the PCM is adjusting the fuel by +35.

You can tune by just using the stock O2 sensors and fuel trims, but keep in mind that you will not have valid data for when you are in open loop, such as warm up (usually below 131 deg. F ECT) and Power Enrichment (when you got your foot down). There are tutorials where you can log with PCM Logger, take that data and export it to a *.csv file and then export it to a program such as MegalogViewer to create charts where you can see what the fuel error is and then make changes to your VE and MAF tables.

Comparing the 1999 and 2002 tunes, the MAF tables are identical, but there are differences in the VE tables. I would try and get the PCM in "pure" MAF mode and see if the VE table is causing your issues. You can do that pretty easily by changing parameter B0120 - Dynamic Airflow Max RPM Threshold" from 4000 RPM to 100 RPM. From the factory the PCM runs a blend of VE and MAF up to 4000 RPM after which only the MAF is looked at for fueling. By lowering this value to 100 RPM we are basically telling the computer to ignore the VE table and use only the MAF for airflow calculations.

I would give that a shot and see if anything changes.

[30bird]

I managed to get the corona virus so that is only making half sense to me I will look up some of the stuff you said to make sure I understand
Thank you again for taking the time to help me understand this stuff.

[30bird]

Wondering if it might be easier to swap in
the 25317628 2001-2007 injectors for
the stock 25317669, 25320287 - 1999 injectors
Wha'd do you think would that solve my issue? will they even fit?

Truck injectors should be the same height and have the same connector, so they should be a direct swap.

Since you are throwing the P0171 and the P0174 codes, that tells me that your Long Term Fuel Trims (LTFT) are +23 or more, they actually max out at +25, so you are not commanding enough fuel. When I finish with a tune I like to see the LTFTs settle between 0 and -5. Short Term Fuel Trims (STFT) will always bounce around, because that is what the O2 sensors are doing. It's the average of the STFTs that determine the LTFTs values. We know that your LTFTs are probably maxed out, what are your STFTs values? The final fuel adjustment will be STFT + LTFT, so if your LTFTs are at +25 and your STFTs are +10, that would mean that the PCM is adjusting the fuel by +35.

You can tune by just using the stock O2 sensors and fuel trims, but keep in mind that you will not have valid data for when you are in open loop, such as warm up (usually below 131 deg. F ECT) and Power Enrichment (when you got your foot down). There are tutorials where you can log with PCM Logger, take that data and export it to a *.csv file and then export it to a program such as MegalogViewer to create charts where you can see what the fuel error is and then make changes to your VE and MAF tables.

Comparing the 1999 and 2002 tunes, the MAF tables are identical, but there are differences in the VE tables. I would try and get the PCM in "pure" MAF mode and see if the VE table is causing your issues. You can do that pretty easily by changing parameter B0120 - Dynamic Airflow Max RPM Threshold" from 4000 RPM to 100 RPM. From the factory the PCM runs a blend of VE and MAF up to 4000 RPM after which only the MAF is looked at for fueling. By lowering this value to 100 RPM we are basically telling the computer to ignore the VE table and use only the MAF for airflow calculations.

I would give that a shot and see if anything changes.

I think I actually understand that thank you for taking the time to type all that out. The LTFTs are maxed at idle so that seems telling dont suppose you could screen shot that VE table for reference

[Cincinnatus]

Stft I believe are actively changing fueling. Ltft are when you key off, then restart, stft are added to baseline fueling and become ltft to try to correct A/F ratio. You can watch all this with scan data. You can change injector size in the OS to change fueling to fix your ltft problem. Phoenix already changed injector data, but it didn't seem to fix your issue. Not sure what changes between those two OS, but this is tuning.

[30bird]

Ok well I have done much since you guys last posted to try an help me.
I am finally feeling healthy (enough) to try and figure this out.
I have been driving the truck, when I get the lean codes, I clear them. I don't get the lean codes all the time like 1 in 5 times I drive the truck.

I have not set parameter B0120 - Dynamic Airflow Max RPM Threshold" from 4000 RPM to 100 RPM
I don't know what VE means (I do think I understand MAF) I am not sure I understand ( I have read it a couple times)

I am trying to wrap my head around what to do from a tune standpoint. At idle my LTFT's are at 25% and STFT's are at 24% so the PCM is commanding 49%
Way off from Phoenix's LTFTs of 0 - -5
How do I tell the computer to spray more fuel from my injectors ( If that is what I need to do)
Seems like there is a voltage setting and a time setting does increasing the voltage cause greater volume of fuel? does increasing time (pulse width????) cause greater volume of fuel
Am I way off track on my guessing at the solution
I don't know I cant even figure how to google that so I wouldn't have to bug you all. The terms I know, don't give me any direction to learn a solution.
Man I am sorry to be so dumb on this, I want to figure out how to do this an to stop the lean condition codes
It seems the lean codes happen at higher RPM's but I have not been able to "make" the codes appear.

[30bird]

Cold weather here and throwing P0300 and the lean bank codes what do you think the odds are I just have a intake gasket vacuum leak?
https://youtu.be/riD7TpZY5MM