club.liberty.asn.au

I know enough to know that looks alright .
IAM is 1 (which is normal), with only a few areas of Timing pulled (-1.4 is not much), and Fuel Trims look ok.
You might've had some bad fuel at some stage, or just a bit of knock for some reason. If you want you can do an ECU reset (eg by disconnecting the battery), it will clear those 2 areas where timing has been pulled. You can check after some driving to make sure it's still happy.

But overall it looks healthy. Resetting the ECU will give you back a bit of power in those two areas where timing was pulled (but it's minor in your case).

Do not reset your ecu for that - let the ecu self learn around it and gradually add back the timing to your map.

Resetting the ecu will mean the knock evens will be repeated

I was getting the occasional knock between 2200-2500rpm.

dr20t wrote:Do not reset your ecu for that - let the ecu self learn around it and gradually add back the timing to your map.

Resetting the ecu will mean the knock evens will be repeated

Yeah, good point.

Finally starting to dip my toes in the water...

Reason for getting into this is trying to find out why it is so jerky when transitioning from braking to accelerating at slow rpms (around 2000), no matter how smooth I bring the accelerator on.

I couldn't get LV working with Tactrix Openport 2.0 cable so ended up using VAG-COM 409 cable for LV, although it won't show all the cells across the top for some reason, the text I have added is from saving the CSV file

CAL ID:D0XJ001M
Description: 06 ADM Liberty 3.0R MT

IAM,1.0000

ATM. PRESSURE,1.01 bar
IAT,48 C
ECT,54 C
A/F LRN #3,N/A


So the red stuff is the MAF corrections? Please correct me if I am off. NB, I picked up a new MAF maybe mid last year, might take it off and give it a clean. Fuel economy is around 17l/100kms (E85, but still feels high?)

FYI, MY06 3.0R-B, manual. E85 flex tune (Kido), Raptor headers into 2.5" exhaust with single ultrex muffler.

Candidate for inlet leak testing, look for crack in the plenum box, pipes, unseated maf o ring.
Freeze the latter on the maf to shrink it before replacing with some light grease, or replace the o ring itself.
A <1psi smoke or bubble test pressurising the post maf pipe is the best way to check and an easy diy...

Thanks Benny.

Replaced the hand-spring clamp that connects the pcv/re-circulation hose from the head onto the air box with a proper hose clamp as it didn't seem to have much pressure on the connection, and also tightened up one of the connectors on the occ. Noticed an improvement in driveability, and numbers come most of the way down if driving cautiously. Once I accelerate harder it undoes the improvements.

Performed a smoke test today, found a wisp of smoke coming out of the air box where it had been plastic welded. New air box ordered.

Question about the airflow ranges on various LV snapshots...
Stock I believe has the top range of 40g/s+. Many tuners increase this to 60.10+
I believe the reason for this is because that upper airflow range effects not just closed loop, but open loop (on boost) too? So there's a risk having negative values in 40g/s+ because it will be pulling fuel out on boost?
(Is that correct?)

It's usually upped so no fuel learnings will be carried into open loop fueling. So your D range in learningview will always be zero.

As there is another table which determines your A/F #1 Learning Max Threshold which could be at 60. So the range is set just above this.

So basically it's much better for getting the open loop spot on with no compensations.

Bit of a poor design by Subaru really...

my9999 wrote:It's usually upped so no fuel learnings will be carried into open loop fueling. So your D range in learningview will always be zero.

As there is another table which determines your A/F #1 Learning Max Threshold which could be at 60. So the range is set just above this.

So basically it's much better for getting the open loop spot on with no compensations.

Factory value in a LGT or WRX is 80 so most put it to 81 which is way too high. Hence changing both numbers to 60.1 and then 60 etc

Can anyone help with member BL5's LV interpretation?
Looks like a tune might help, plus checking the logs, vac hoses etc to find out why it's knocking up top...
Got any CELs? Can you post a log?
From: BL5
To: bigBADbenny
While still trying to get my head around all this especially LV, this LV doesn't look so good especially with the -11.75?

Is there a reason their RPM ranges go to 12000rpm? I'd scale it all back to give the ECU a bit finer control...

Same with the load ranges (shouldn't need to go much past 3.0 load?), and even the airflow ranges? (MAF sensor I believe is only accurate to around 60g/s?)

Not that it will fix the issue - but might help hone in on where the issue is occurring...

So that's not even stock scaling?

Na thats super weird scaling. Atmo sensor reading isn't right either. Should be in the mid 14's