Asisstance for a Complete Noob

[Iwanski]

99 S10 Pickup 2.2/4l60e --> 02' LM7/th350, 862 heads, 212/22x, .552/.552, 107 LSA (Truck Norris), CAI, stock injectors, stock intake, 1 5/8 shorties,
running MAF and O2s

MPVI3, Windows 11

Completely new to this stuff and was wondering if I could get some guidance. If someone could help me look over this tune and point out if there's anything blatantly (or not so obviously) wrong with this.

I've been all over the forums reading everything that applies to me and been watching numerous, lengthy videos trying to lean the subject.
If there's anything else I can provide to help with a response please ask, I will more than gladly try the best I can to get it to you.
I would really like to provide an log and want it to be as ideal as possible so if there's any tips there that'd be awesome too.

Edit: I tried taking a log for the first time, please grill me on anything you see, its short as there is a backfire that has been chronic and I've been trying to diagnose. Fuel trims go wayyy high towards the end, roughly 30%

[2xLS1]

Explain the logic in using a T350? It's not like that engine combination is going to make so much power that a 4L60 won't live behind it. Seems like a step backwards and added difficulty in getting everything to work like designed.

[Iwanski]

Honestly I would’ve liked to, and I have all the intentions of going back especially now that I am able to without having to have someone else retune for it. But I needed a transmission at the time and essentially got it for free and it was within walking distance to pickup.I t came with a 2800 stall converter, and the flywheel/bolt/spacer kit needed to bolt it to an ls.

I completely understand, not understanding, the drivetrain selection

[Iwanski]

I understand it would be more than beneficial to have the log file to show for it, but I fat-fingered the wrong button on the scanner and it deleted the last log file I was able to get before the battery died.
Some of the notable things I saw and comparing it to what I have read, the
MAF is damn near double what it should be, reading like 25g/s, and 4500hz
Once it goes off of the OL- Not ready to CL is when the STFTs start raising to 35% and up on both banks
Before fuel trims start increasing O2 voltage bounces around from 0.1-0.2v, which increase to 0.4-0.7v when the trims start going up
Injector width is steady around 6ms

I want to get the log for this when I can again

[horsepowerguru427]

I understand it would be more than beneficial to have the log file to show for it, but I fat-fingered the wrong button on the scanner and it deleted the last log file I was able to get before the battery died.
Some of the notable things I saw and comparing it to what I have read, the
MAF is damn near double what it should be, reading like 25g/s, and 4500hz
Once it goes off of the OL- Not ready to CL is when the STFTs start raising to 35% and up on both banks
Before fuel trims start increasing O2 voltage bounces around from 0.1-0.2v, which increase to 0.4-0.7v when the trims start going up
Injector width is steady around 6ms

I want to get the log for this when I can again

The VCM scanner actually saves every single log you take in a folder. https://www.google.com/search?q=vcm+...BXgGUuLk,st:46

So, it might be saved in there.

[Iwanski]

I did not know this... I was under the impression that you had to "save log file as" in order to have any proof of it
Here is the respective log file now with MAF, inj pwm, etc

I mentioned the CL and OL not ready, however it seems to crank the STFTs regardless as seen in previous log files. just something I happened to notice. You can see what I had mentioned in regards to the O2 voltage jumping up and MAF data
I also should've mentioned, the truck has had new O2s, MAF, IAC.

So, with the MAF readings, Is the fact that some of those number double mean that it is essentially reading 2x more air than it should be? or would it be more like a percent more air? If that made any sense?

Could the fact that I don’t have a VSS connected yet be contributing to any of this?

[rabbs88]

You might benefit from throwing like 25% at the MAF curve and starting there. There's a reason you O2's are adding a ton of fuel when CL is enabled.

Just from the file name on your tune, has someone tuned this already?

[Iwanski]

Yeah, if I’m gonna come clean. It was supposed to have been tuned already for the cam and swap. But a lot of money down the drain, an already “tuned” 0411, and my own Hptuners hardware later I am right where I intended to be. I’m starting to resort to the tune as I have tried damn near everything else on the diag list for what’s been happening.

And by that you mean multiplying the MAF table by 0.25? Or adding 25% by multiplying it by 1.25?

[rabbs88]

Your O2's are adding fuel so 1.25

[Iwanski]

So we can all agree that it needs retuned? I’ve been contemplating making this purchase for a while and to hear that it’s gonna be beneficial would make me a lot more confident in tuning it

[rabbs88]

Absolutely needs to be tuned

[Iwanski]

Just so everything’s clear and nothing gets overly messed up. You are referring to adding 25% to the MAF, Airflow vs Frequency table? Or should this be done in another table?

[rabbs88]

Yup that's the table

[Iwanski]

I’ll be back with a log file before too long

[2xLS1]

If you have to add 25% to a MAF table to get fuel trims in line you have other issues not tune related you need to address. What is the fuel pressure at the fuel rail measured with a mechanical gauge?

[SiriusC1024]

If you have to add 25% to a MAF table to get fuel trims in line you have other issues not tune related you need to address. What is the fuel pressure at the fuel rail measured with a mechanical gauge?

Unless it's a swap and the MAF tube is larger or with the sensor in a different spot than factory.

99 S10 Pickup 2.2/4l60e --> 02' LM7/th350, 862 heads, 212/22x, .552/.552, 107 LSA (Truck Norris), CAI, stock injectors, stock intake, 1 5/8 shorties,

Should be tuning SD before worrying about MAF anyway.

[2xLS1]

Wanna bet he's using a stock 02 LM7 MAF? No way adding 25% to one of those is ever done.

[Iwanski]

If you have to add 25% to a MAF table to get fuel trims in line you have other issues not tune related you need to address. What is the fuel pressure at the fuel rail measured with a mechanical gauge?

The gauge reads right around ≈55psi with a Walbro 255lph in-tank
How low is unacceptable for fuel pressure?

Wanna bet he's using a stock 02 LM7 MAF? No way adding 25% to one of those is ever done.

I am using a stock 02 MAF, it was a new Delphi unit

[blindsquirrel]

A better question might be "what is the proper way to test for fuel pressure?" Can you see the gauge while driving, when the engine is under load? What does the needle do when you wing the throttle in park?

[Iwanski]

If I can be honest, I haven’t driven it yet as once the fuel trims crank up (usually about after a minute into idling) it starts backfiring to the point it doesn’t stop unless you turn the engine off and if you give any throttle with the positive fuel trims the backfiring carries up the rpm range .
I really just figured the best plan would be to try and figure it out before I go and ripping shit and letting it see +6000rpm