Wow, VERY helpful. This is definitely different.
Okay, so we know that F and L are Volumetric Efficiency (VE) tables measured by throttle position and Manifold Absolute Pressure (MAP) respectively. Their values are milligrams of air x 20.
The ECU has to have some point of reference to tell it injector timing (fuel) for a given volume of air, so I would think that the AFR table is probably not ignored, but is used as a non-variable standard regardless of inputs from Intake Air Temperature (IAT), Coolant Temperature (CLT) etc. SOME non-variable fuel table is being compared to VE table cells somewhere.
If that's true (?), then I should be able to find my (non-active) closed-loop cells on the AFR table and mathematically calculate the additional air volume needed in the VE tables to richen up those cells to my 13.8/1 goal at cruise and low throttle.
In the meantime, I will try the TPS adjust, but I've done this on my BMWs, and honestly, the TPS is so sensitive, the difference between .62v and .68v is the tap of a finger on the TPS housing. Is the net effect of this to cause the ECU to think the throttle is slightly more open, and add slightly more fuel? If so, the closed loop function should bring things back to stoich in short order. Or does moving the TPS help for some other reason?
