Stage2 base-code questions

[apexcrazy]

I am running a stage2 base code with a 3bar setup on my car . I have noticed a couple few thing that dont seem to make sense as I understand them .
1. Under FUEL , Scalars , Voltage for WOT power FA enrichment = 2.333 .
But under MISC , Scalars , Minimum throttle position for wot = .943
Does this makes sense ? I believe the Stage 0 flash has 2.333 for both parameters . Are you guys changing the MISC setting? if so please explain .

2. If you " disable rear o2 " are you actually neutralizing all rear o2 & cat modifiers ? or are you just disabling the CEL ?
If I have my stock rear o2 sensor zip-tied to frame at what settings should my o2 & cat scalars be set to ?

I have more questions but Ill keep it to these two for now .

[moreause]

1-never touched those setting...stage 2 work with those so i left them like that

2-the second o2 is mostly to see if the cat is stil doing is job, but that feature is not turned on on stage 2, but you still need the senosr to be in...just to make sure the pcm see something when he does is circuit check

[SebringLX]

If you are referring to the P0420 Rear O2 Sensor table, that will only disable the CEL. All of those CEL code tables just make it so they don't trip the CEL, if you have them turned up there, the code will still display when you read the DTCs.

If you want to make it so it doesn't even use the rear O2 sensor, I think you have to turn it off under the Input Configuration. Not sure what the end result will be, as I've never had a reason to do it.

[apexcrazy]

Thanks guys . the reason I ask is because it seems no matter how far I pull back the enrichment calculation , I still fall below 10:1 AFR . After afew seconds , it just drops . I realize that in a perfect world , a .0153 value in thie power enrichment table means the ECU will try to achieve an AFR of 11.8 . but Im down to .011 and I still cant hold a wot AFR above the nines .
All exhaust temps set to 1650 , all the scalars in that section seem correct , because people in the past have posted info on this subject . But I cannot find any info on the best way to avoid enrichment due to Rear o2 scalars , or cat scalars . Im getting no knock , AFRs other than long term WOT are fine . I dont have mopar stage two injectors . I have RC 650s . THESE DO NOT FLOW LIKE STOCK INJECTORS !!!!!!!!!!!!!!!!!!!!!!!! I have spent a dozen flashes getting them scaled . But now this . How far do I need to go ? How far can I reduce the power enrichment values ? At what point should I decide that the power FA tables are not the answer to this problem ? Are you guys messing with battery voltage enrichment ? I have not messed with anyting but the exhaust temp values , injector/fuel charge tables (both of them) . Can anybody tell me a story about "yeah , I had this problem , this is how I solved it" ? I am so damn frustrated !!!

[SebringLX]

I don't think cat overtemp enrichment is your problem.

You can change the PE table until your blue in the face, it won't do anything unless your injectors are scaled properly AND your VE is correct.

A lot of people can get away with using the S2 VE table and not having to touch it after getting the injector PW nailed down.

Anything that affects the volume of air (turbo, heads, cams, etc) that flows through the engine affects your VE, so some tweaking there may be required to get it to the point where PE will take over, depending on your setup.

RC 650's flow about 4 to 9% more than Stage 2 @ 58psi. Are you using them on your stock fuel rail, or do you have a return line and 1:1 rising rate regulator?

[apexcrazy]

Other than injectors , stock fuel setup . And yes , they flow about 5% over Stage2 at full flow . But at 4000 microseconds & below they flow over 25% more ! this made it very difficult to scale with just a aeroforce scan gauge . I cant imagine my actual VE has changed much off stock . Only mods to airflow are AGP race intercooler , hardpipes/hks . Stock exhaust , stock airbox , stock turbo , no porting anywhere . I was hoping to use the ECUs fuel tables to adjust fuel flow . But if I must lie to my ecu about VE to get it to back off the fuel at wot , I will , but not untill I exhaust all other proper strategies . Fuel trims dont exceed +/- 10 in the LTFT , usually under 5 . Is this not accurate enough ?

I really appreciate all the advice . thanks .

[SebringLX]

Ok, with what you listed, you should not have to touch the VE at all.

If you had to increase values by 25% up until 4000... what did you increase the rest of the table after 4000 by?

[apexcrazy]

My initial scaling was 5% . everything above 10000 looked fine . I think even 8000 looked close , it was 6000 and below that flowed too much , the lower the microseconds the farther off it was . So I started trimming idle (1000 & below) then worked on 1800 & 4000 . there are no adjustments between 4000 & 8000 micros , I think , so im figuring a modification at 4000 will also affect the 6000 range due to smoothing function . At one point I even graphed out (yes , I still use graph paper) my fuel charge #s to make sure there were no value spikes or dips in my modified curve . I cant say exactly what % increase at any pwm at this point because it was modified multiple times , But as I recall , there are no giant "steps" in the curve . I should graph it out again , I suppose . So you think my issue is in my fuel trims ? I wont rule that out then . I will try to get them even more accurate than they currently are . I understand that wot is open loop , so injectors MUST be scaled properly , It has no realtime "feedback" to compare & adjust fuel charge . But will my LTFT being off less than 3-4 at wot really cause my AFRs to be rich by two full points (9.8afr vs. 11.8afr) ? . isnt that a fuel charge difference of 20% ?