Boy this wound up being a biggie of a post.
where cruise is between 50 and 70mph...
- Engine Coolant Temp: 200F at full warm up. Swings +/- 20F or so depending on speed, air temp, position of guardian angel, etc.
- Throttle Position Percentage: no data
- Engine Load: 14-22 at idle (depending on weather and how hard I've flogged it )
no other data
- Knock: 0 (never seen anything else)
- O2: varies all over the map
Locks to 900 at WOT
Goes to 0 on closed throttle decel
Idle seems to try for a 400 as an average (I have this thing with numbers... I can look at a list or watch a rapidly changing display and get a pretty good idea of what the average is with out doing any actual calculations)
- Boost: -11.7 psi to 12.3psi so far
- Injector Pulse Width: 1.4ms at idle. Haven't paid attention at WOT. Too busy driving.
- Advance: max 45 at cruise, normalized 26 at WOT
- Long Term Trim: 0 +/-2.3 swing range nominal for cruise and WOT
maximum swing... +/-12 deg
Curiousity here... after full warm up and some moderate (10+ minutes cruising),
when I come to rest at say a traffic light, my LTT will go up to as high as 10-12 degrees.
- Short Term Trim: 0 +/-12 swing range nominal for cruise and WOT
this one really jumps all over the map depending on how the car feels.
Questions and observations...
- Fuel Trim values. POSITIVE values are fuel being cut. NEGATIVE values are fuel being added. Correct? I ask this since the word "trim" implies a removal of fuel, so a negative trim value would imply an addition (double negative and all that.)
- LTT varies frequently, but obviously not as rapidly as STT which is damn near epileptic at times. I'm guessing that's a normal condition.
- I've even see times (specifically at stop lights) when STT and LTT are nearly identical values, just different signs.
I'm assuming that means the car is using STT to trim out whatever LTT is doing... sort of fighting itself. 
- When closed throttle decelerating from sufficient speed...
- 11psi or higher indicated of vacuum is seen
- Advance locks to 25
- STT and LTT lock to 0
- O2 output locks to 0
- Injector Pulse Width locks to 0
Note: for the above, sometimes IPW does NOT lock to 0. I then notice significant afterfires and backfires. Why is the ECU still fueling the car when it should be in total fuel cutoff? I'd love to see a discussion on this one.
I'll add/edit this list as I view more of the parameters during various conditions, and try to collect and catalog distilled answers.
