Setting up a CAN bus device such as a wideband in the VCM Scanner is very simple. However this is a common question we receive. To help you better understand, walk through these steps or watch the video above.
1. Any good CAN bus device comes with an OBD2 cable with a male and female end. This allows MPVI device to plug into the OBD2 port simultaneously. Ensure that your CAN bus cable is plugged in and your MPVI device is also plugged in.
2. Turn the key on and check for communication. This will prompt the VCM Scanner to search for modules and channels on the CAN bus network and allow you to select these items from the channels list.
3. Click on the Add channel near the top of your channel list.
4. With the channels dialog box open, you will see an OBD Controller section. This is because the VCM Scanner identified this as another CAN bus controller on the network and pulled it into the list automatically. Expand this OBD Controller as you see below.
5. In our example, you can see we can choose between WB EQ Ratio 1 (SAE) and WB Voltage 1 (SAE). We want the WB EQ Ratio 1 for most situations. Double click on this to add it to your channel list.
6. Lastly, you can choose the units you want this item to be displayed in. Right click on the new channel for WB EQ Ratio 1 (or whatever your device may be named) and then click on units. This will allow you to choose the units being recorded.
7. That’s all you need to do. Now when you begin recording the datalog, the channel will automatically record the CAN bus sensor into your datalog. There are no formulas or wires to set up. It’s plug and play!
]]>Set up your wideband correctly in the HP Tuners VCM Scanner channels (for setup watch this video). From the example below - we see the wideband showing in the channels list (left hand column, blue highlight) while the vehicle is at idle. The supercharged vehicle (2006 Corvette) we used was idling at 14.64:1 at the time, and the way we confirm the wideband is reading correctly is simple. We look at the narrowband O2 sensors (4th Group down, blue and purple oscillating lines). If the air/fuel ratio is stoich (typically 14.7:1) the sensors will oscillate. This matches the wideband (14.64:1), so we know the wideband is reading correctly at this point.
With this information in mind, we can now proceed with the full throttle testing sample for this article. Please keep in mind that this is not a comprehensive guide, but rather just a quick sample to show you how the process of full throttle tuning with a wideband typically works.
We always recommend that if you are just getting started, your WOT spark advance and commanded Air/Fuel ratio to a safe number. Those values will vary with the fuel, compression ratio, boost levels, etc… that your vehicle was built with.
With our example - the supercharged 2006 Corvette, we commanded an Air/Fuel ratio of 11.5:1 (with gasoline that we were running at the time).
After setting those parameters in the tune and uploading, we moved on to the actual test. Below is a sample from the dyno pull we did - showing several obvious issues - but hey, this is real life and makes for great examples to learn from.
Reading this scan from top to bottom, we see a few things straight away that the wideband has revealed to us. At 4,954 RPM during the pull, we went a good bit leaner than our commanded 11.5:1 AFR. At 12.32:1 AFR, thats almost a full point leaner than commanded. This created a domino effect, causing knock (see the KR (red) line, 3rd group down) of 3.7 degrees.
Having the wideband giving us good data is critical to finding and fixing the issue. As we highlight in the video, most ECM’s operate on a MAF based or Speed Density (MAP) based system. We teach a comprehensive process with our GM LS HP Tuners Printed and Online courses, giving you the exact details. However, for our purposes here - look below for a sneak peek at the process.
After we've located the before and after area of the lean spot, we realized the problem could be fixed by increasing the Mass Airflow table values from 10,700-11,700 hz. We determined that by looking at the scan (see the video) of the lean spot’s before and after areas.
Adjusting this table upward will increase the fuel the ECM commands for that range, thus resolving our lean spot.
The same basic steps are used in a Speed Density system, whether standard (GM GEN III) or Virtual VE (GM GEN IV), as shown in the video.
As you can see, having a good quality Wideband is critical for any tuner or calibrator to make informed decisions, and proper revisions to test. Typically after following this process the issue can be resolved within a few uploads, resulting in a smooth commanded and actual Air/Fuel ratio, and a resolution of any knock retard - which as you can guess - is the goal of any good tuner!
Ballenger Wideband AFR500CAN
Ballenger Wideband AFR500v2
Ballenger Series Part 1
Ballenger Series Part 2
Now that you have completed the process of physically installing the wideband sensor into either a new o2 Bung, a secondary o2 sensor location, or in the tailpipe it’s time to move on to setting up the analog output or CAN bus to work with your HP Tuners VCM Scanner or software of your choice.
Before we do…Here’s a Pro-Tip - Wait to power up your new wideband until after you finish setup with the scanner software. The wideband’s heater circuit draws a large amount of power from the vehicle’s battery, so don’t leave the key on for more than a minute without the engine running.
Analog Output vs CAN bus - which method do you need to use?
There’s just a few quick and simple factors to help you decide which way to get your data from the wideband into the VCM Scanner, or your favorite scanning/datalogging software.
You can find links to the products here:
The Ballenger AFR500C Wideband comes as a complete, ready to use wideband system. You may be tempted to just get started plugging wires together and such, but we recommend looking at your vehicle as a whole first. Answer the following questions before you really get into the wires.
How do you plan to use the wideband on this vehicle? Is it permanent in the vehicle or are you tuning for a short period and then removing it? You will need to know these answers because they dictate how you will install the actual wideband sensor components. There are three possible options for installation.
The first option is typically used if you are planning a permanent installation (or you want the most precise readings possible and don’t mind welding an O2 bung into place). This requires welding the included O2 sensor bung into your exhaust. For best results, do not install this into a primary tube on your headers, but rather about 4-6” back from the merge collector. This will give a good sample of the cylinders on that bank. If you get too close to a primary tube, the wideband will actually show you individual cylinder readings, making tuning much harder.
Also, do not place the bung below the centerline of the exhaust pipe. This will avoid the problem of water condensing on the bottom of the exhaust pipe and then ruining the sensor.
The second option is typically used during a dyno tuning session or a drag strip run and is never a permanent solution. This option includes temporarily removing a secondary O2 sensor and replacing it with the wideband during the tuning session. This is the second best option to welding an O2 sensor bung into the vehicle, since it places the wideband close to the engine. The only drawback to this method is that if the vehicle is equipped with catalytic converters, the sensor may read a bit leaner than the engine is actually running due to the actions of the catalytic converter. This is not necessarily an issue, since the actual AFR of the engine will be slightly richer than you are reading. Typically there is less than half a point difference between the actual AFR at the engine and what is being read after the catalytic converter. While this is a popular method on most dyno tuning sessions, Dodge tuners have learned that unless compensating in the tune, removing a secondary O2 sensor for tuning can cause problems with incorrect fueling during the tuning session. Thus, most Dodge tuners know what to adjust in the tune in order to use a secondary sensor location, or they use another method.
The third option is also typically used during a dyno or drag strip tuning session. This method includes using a tailpipe exhaust clamp.
This option is the easiest of all to use, and is often used for a quick tune check or a dyno day pull. The upside of this option is that you can quickly install it on any vehicle and be up and running quickly - tuning or diagnosing. There are three drawbacks to this option that are apparent. The primary issue is a short delay or “lag” from when the airflow makes its way out of the engine and all the way back to the sensor at the tailipipe. Most tuners know this and compensate by simply adjusting their changes a little earlier. The secondary issue is that this also suffers from the same issue as using a secondary O2 sensor location (the catalytic converter’s action makes the sensor read a little leaner than the engine really is). The final issue related to using the wideband in the tailpipe is related to how it typically reads at idle and light throttle. On many vehicles, the sensor can read poorly until wide open throttle is applied, since the tailpipe creates an effect of drawing fresh air into the exhaust clamp at idle and light throttle conditions. Thus, we do not recommend any idle or part throttle tuning be done using a tailpipe clamp, only wide open throttle.
Lastly, after you have installed the system in your vehicle application, it’s time to move on to how you want to get the wideband’s data out from the wideband and into your favorite software.
When using the wideband on a carbureted vehicle, there isn’t really any data recording/logging typically done, unless you have a system just for that purpose. But if you do, you can use the analog outputs to get your data out from the wideband and into your Datalogger. Similarly, most aftermarket EFI systems and OEM level tuning software will accept analog Inputs and/or CANBUS from widebands. So, how does all this work? Stay tuned for our next article where we cover all of these questions in detail!
FIND MORE INFO ON THE BALLENGER WIDEBAND HERE
]]>Just a few things to remember to check before you head off to the dyno and test your vehicle. Go through this quick checklist to make sure you don't have to make multiple trips!
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Understanding Injector Flow Rate:
The flow rate of an injector is typically measured in pounds per hour (lb/hr) or cubic centimeters per minute (cc/min). It indicates the amount of fuel an injector can deliver within a given time frame. The injector size you need will depend on the engine's requirements, specifically its power output and the desired air-to-fuel ratio.
Step 1: Determine Engine Requirements:
Before calculating the injector size, you must assess your engine's requirements. Factors to consider include the desired horsepower, the type of fuel system (naturally aspirated or forced induction), the fuel pressure, and the desired air-to-fuel ratio. These parameters provide the foundation for calculating the injector size accurately.
Step 2: Calculate the Base Injector Flow Rate:
To calculate the base injector flow rate, you need to determine the engine's approximate fuel requirements. The general guideline is to multiply the desired horsepower by the Brake Specific Fuel Consumption (BSFC) rating for your engine.
BSFC is a measure of the fuel efficiency of an engine and is typically expressed in lb/hp/hr or g/kW/hr. Different types of engines have varying BSFC values, and factors such as fuel type and engine technology also influence it. For example, naturally aspirated gasoline engines generally have a BSFC of around 0.50 to 0.60 lb/hp/hr, while turbocharged engines may range from 0.60 to 0.65 lb/hp/hr.
Step 3: Consider Additional Factors:
The duty cycle is usually expressed as a percentage and represents the injector's on-time relative to its total cycle time. It is crucial to select an injector that can provide enough fuel flow at your desired duty cycle to avoid performance issues or premature injector failure. The maximum safe injector duty cycle is generally somewhere between 70-85%. Most tuners will settle around 80%. This would be at it’s maximum duty cycle, so we suggest up sizing slightly to avoid running constantly at the maximum duty cycle.
Fuel pressure affects the flow rate of injectors. Higher fuel pressure generally results in increased flow rates, while lower pressure reduces them. It is important to account for the actual fuel pressure at which the injectors will operate and adjust the calculations accordingly.
Injector latency, or dead time, refers to the time delay between the injector receiving an electrical signal and actually opening. This delay affects fuel delivery accuracy. You may need to consult manufacturer data or conduct tests to determine the injector latency for precise calculations.
Step 5: Select the Appropriate Injector:
Once you have the adjusted injector flow rate, you can select an injector with a flow rate closest to that value. Manufacturers provide injector flow rate data, allowing you to choose the right size from their product offerings.
Conclusion:
Calculating the correct injector size is essential for optimizing engine performance, ensuring proper fuel delivery, and achieving the desired air-to-fuel ratio. By understanding your engine's requirements and following the step-by-step process outlined in this guide, you can accurately determine the injector size needed for your specific application. Remember to consider additional factors such as duty cycle, fuel pressure, and injector latency to make an informed decision.
Calculate Injector Size Based On Desired Crank HP
Formula:
[(Crank HP Desired ÷ Maximum Injector Duty Cycle) x BSFC] ÷ Number of Injectors = Injector Size in #/hr
Example: [(500 ÷ 0.80) x 0.65] ÷ 8 = 50.78
Calculate the Potential Crank HP Based on Injector Size
Formula:
[(Injector Size in #/hr x Number of Injectors) ÷ BSFC] x Maximum Injector Duty Cycle = Estimated Crank HP
Example: [(50.78 x 8) ÷ 0.65] x 0.80 = 499.98
Injectors that The Tuning School Recommends LINK HERE
]]>How many HP Tuners credits do I need to flash my vehicle?
Have you had trouble figuring out how many HP Tuners credits you'll need to purchase to license a file? This short video will show you how to figure this out with a few easy to follow examples. Then you can hop over to the Tuning School's website and order those credits with confidence.
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Let’s start the discussion with the obvious - Price.
When comparing, the AEM X-Series comes in at just $258 (with CANBUS support, for vehicles built after 2007). This includes everything you need - a digital gauge, Wideband O2 sensor, OBD2 interface connector, and a built-in O2 controller inside the gauge. The plug and play kit put together by The Tuning School includes the cigarette lighter adapter so no wiring is necessary to power and use this in any vehicle you choose.
When pricinging the Ballenger, there are currently two versions I would consider. The AFR500 (priced at $364, no CANBUS) or the AFR500C which includes CANBUS support (for vehicles built after 2007) for an additional $100, making it $464. This also is a complete kit, provided by The Tuning School with a cigarette lighter adapter included to make it a plug and play solution. I would recommend the AFR500C if you ever plan to tune any vehicles made from 2007 and newer using HP Tuners, SCT or other OEM tuning solutions. If not, you can buy the AFR500 and just use Analog outputs for your favorite tuning software (also perfect for aftermarket EFI systems).
Both versions of the Ballenger are still very affordable, and given that neither brand is exceedingly expensive, we don’t see a need to eliminate one brand just based on price.
The next deciding factor is accuracy and repeatability.
While AEM publishes this chart showing their system’s response times, Ballenger is not on this list. However, the consensus among our group of tuning experts is that the average tuner would not notice any discernible difference between the two brands during most tuning situations. Meaning, both systems would report the same AFR (within one decimal place) at the same time.
However, there is more of a debate regarding repeatability, where most tuners and calibrators I asked leaned towards the Ballenger - citing the superior electronics and sensors, with optional O2 sensors ranging from production grade to lab grade. The Ballenger is the closest unit you can buy to a full lab-grade unit without significantly increasing price (typically more than triple the cost of a Ballenger unit).
My opinion is that if you are an enthusiast or the average aftermarket performance shop tuning a modified vehicle, you probably aren’t too worried if your Wideband reports 11.70:1 vs 11.75:1… making this factor a wash between both brands. If you are more of the engineering and product development oriented company, or even a seasoned tuner who considers themselves more of a calibrator and you value the most accuracy and repeatability possible, you would typically lean toward the Ballenger, especially considering the added cost over the AEM is small.
The last factor - How do you plan to use it?
Usage and Quality Needs
AEM’s X-Series is very easy to move from vehicle to vehicle, or even permanently mount to your favorite vehicle in a gauge pod. As such, it is a favorite for many tuners. The CANBUS feature is easy to integrate into your favorite tuning software, such as HP Tuners or SCT. The quality is great and it has a great range of operation that supports most tuning needs - including Gasoline, E85 and more. The range of the AEM display is 8.0:1 - 20.0:1 AFR for Gasoline, 5.7:1 - 12.0:1 (E85 tuning) and 0.55 - 2.0 Lambda, for tuners who prefer using Lambda. It has multiple analog outputs (0-5V), to input into HP Tuners Pro Link or any other software with Analog inputs, including Aftermarket EFI systems. Most of the tuners I discussed this unit with had no problems and enjoyed it’s low entry cost and CANBUS use, and portability. For the low entry price, it’s a great unit with a lot of features.
Ballenger’s AFR500 is also easy to move from vehicle to vehicle, but is not an ideal candidate for permanently mounting in a single vehicle. The electronics and lab grade sensors make this superior, according to most tuners I discussed this unit with. If you are considering a professional career in a performance shop or tuning environment, this would be a favorite. Durability, quality and performance are the hallmarks of this device, making it the go-to favorite for seasoned tuners and calibrators. It can easily be permanently installed with your favorite Dynamometer and also integrated with HP Tuners, SCT or any aftermarket EFI system, with either CANBUS or Analog outputs. The system is compatible with Gasoline, E85, Flex and all variations in between including Propane, CNG and more. It has multiple analog outputs (0-5V), to input into HP Tuners Pro Link or any other software with Analog inputs, including Aftermarket EFI systems.
In conclusion - the decision should not be made on price alone, since both are closely priced and inexpensive for the features they provide. I’d recommend looking at how portable or permanent you want your wideband to be, as well as your long term plan. Both units are portable, accurate and easy to use. Both are easily integrated with HP Tuners, SCT, Holley or any aftermarket system you desire. The choice depends largely on your preference for price, accuracy, repeatability and longevity.
HP Tuners has updated their software to 5.0. With this update comes a bit of parameter access training that is quick and simple.
With the release of the all new MPVI3 from HP Tuners, came the launch of the new VCM Suite 5.0.4 software update. Many longtime users will notice a few changes to their software, most notably user access to emission related DTC codes and switches.
In order to re-enable these functions within the software, users are required to take a free emissions test to receive an unlock code. But don’t worry, it’s not as scary as it sounds and it’s rather easy to complete. And we hear you, “why do I have to do this?”. Simply put, we need to stay ahead of what is happening within our industry. Hopefully with the help of SEMA and our local legislation, we can see the RPM Act pushed forward, so we can continue to enjoy our race cars.
Learn more about these new updates with Dion in this week’s video. And to learn more about the RPM Act and how you can help, visit sema.org and make your voice heard with millions of others like you! Also checkout Bob’s recap from SEMA’s visit to Washington DC.
On this Tech Tuesday we join Bob and Dion in discussing the difference between Ford ECMs from 1996-present.
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In this Tech Tuesday, Bob discusses 5 parameters you should check in HP Tuners VCM Scanner after your run at the drag strip.
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On this Tech Tuesday, we spend some time at the track. Brett, talks to us about some "unspoken" rules while drag racing.
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While out at NMCA Muscle Car Mayhem in Bradenton, FL we decided to film a few quick tips at the track. On this Tech Tuesday, join Brett and Dion as they address different safety elements for the track. Whether you are a beginner or a frequent flyer, these tips are sure to help.
]]>On this Tech Tuesday, Bob and Dion discuss the world of EFI tuning. Do you have issues wrapping your head around what this niche world is all about? We discuss a bit about what is possible in the EFI world.
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New to reading data logs in HP Tuners and getting ready to hit the track? On this week's Tech Tuesday learn how to review data logs and look at important channels to inspect before your next race.
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What is the HP Tuners TDN app, and what is a RTD device? On this Tech Tuesday, learn what these new features are and how you can use them to improve your business model.
With the TDN, remote tuning just got easier and faster. Cloud based tuning is now easier to manage with the new TDN Android and iOS App.
Large volume shops needing a way to manage your customer tunes without interference? Learn what the RTD is and how you can use it in conjunction with the TDN App to help streamline your business.
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Do you experience spark blowout on your Ecoboost F150? If so, here is a quick Tech Tip to help you fix that issue.
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In this Tech Tuesday we discuss tuning differences between the Ford Ecoboost F-150 and Ecoboost Mustang.
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For information on differences between the MPVI2 and MPVI2+ check out the HERE
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Video Available October 5, 2021 at 7:00am EDT
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Final results in the VP Racing Fuels Shootout on our C6 Corvette and Scatpack Challenger!
For link to PDF summary results CLICK HERE
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Part 3 of 3 in the VP Racing Fuels Shootout! In this final video we will test C85 vs X98 on our C6 Corvette and Scatpack Challenger. Which one do you think will come out on top this week?
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