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The double ups are due to logging both the engine and trans messages, there are some common items in both messages.

The log file I posted is from the bench so battery voltage is pretty stable, engine RPM will differ very slightly due to the difference in time of each message. The scale was different so they did not overlay on the monitor view.

Good pickup on the coolant temp voltage, looks like an ADX error as the voltage item was looking at byte 18 instead of 17. Fixed the ADX and attached it here.

I'm on the latest version of tunerpro.

I'll try the modified ADX and see what happens.

Do you have any info for the logger software V1.11 revision changes?

The V1.11 instruction PDF has the changes listed at the end, also has a 2 step guide to converting existing V1.10 ADXs to add in the two extra bytes when logging the aux inputs.

Cheers.

So my logs for yesterday are toast

The ADX I sent you a few days back worked fine after some changes, but the one you posted yesterday had some of the original errors back. Not sure what is happening there.

I get the feeling I picked up the wrong ADX when I put it on the memory card to use I just changed the name so it was easier to recognise on the logger with the 5 digit name limitation.

Do you have a link to the new PDF? I can't remember which thread the info is posted in.

Thanks

Will send you the Zip with examples etc.

The owner finally got around to fitting a new 255litre fuel pump.

As it turns out, from VR onwards Holden only used a single high pressure internal pump instead of the LP internal/ HP external pump configuration used for the VN/VP models.

After a quick test drive (using the very scientific test method of having another car follow behind) it went rich through the mid range (some black smoke and smelled rich from the following car!) so we now know we have a fuel system to keep up with the engine.

Now to get the tune sorted. Trying to work out a rough tune until I can get the logger on it. Just need to figure out where to tweak the VE table.

OK,

How does the PCM calculate the injector PW/injector DC?

It works things out based on the ideal gas law, its not exactly following the law due to processing power. A few tables and scalars help simplify it a bit.

Very simply, kinjflow tells the ECU what the injector rate is and total cyl volume (the first of the gas law simplifying), the VE table specifies the cyl filling capability at various loads, the ECU can estimate the air flow based on the various sensor readings (temperature, MAP etc), if you then have a target AFR it can calculate the required fuel pulse width to get this air to fuel ratio - get the VE wrong or the temp correction wrong and it wont be able to estimate the PW correctly.

Injector DC is just a by product, and a measure you can use to check if the injectors are up to the task.