I don't know what you mean by "load level logging"? Can you explain? I don't think I have all the sensor bugs worked out to even start trying to dial in anything, yet. I have tunerpro and its 1G DSM captures for a logger.
It's funny, I'm really not the dude to say, "you don't know me" to your "good enough" comment, but I would guess it applies in this case.
Of course ECMlink is a proper tuning tool and the $500 really isn't a bad cost for that excellent tool. However, I have no experience in programming fuel and timing maps, etc. and I am not going to learn ECMlink when I'm trying to put together the basics to get the car in what I would consider sellable shape with no unnecessary additions. It's not that I don't think I could learn, it would be wasted since I will be getting out of this car quickly. Whoever ends up with it, I'm sure the first thing they will do is drop in ECMlink or equivalent.
I believe with the current chip that "should" zero out the MAFT settings, that I "should" be able to get in the ballpark as many people have done prior to switching to ECM link or other technologies. That is, if all sensors/wiring are intact, which I am making sure to check. I don't think I would be too far out on timing tables by keeping to reasonable levels of psi to ensure minor changes to hz? I want to demonstrate that everything works, not maximize HP on a particular grade of fuel or something.
I would think using what I have that would be reasonable to achieve a safe tune at a moderate power level. It just happens that I haven't thought much about MAFTs or SAFCs in nearly 20 years so my learning curve is a bit steep at the moment. So far what I've read about the MAFT/SAFC combo doesn't appear to unachievable, however.
When I did the rebuild and initial additions of FMIC, BS removal, 3G lifters, FP regulator, everything was great with engine break-in with stock 450s, 1G MAF, at 8-10PSI boost. Turning up PSI just slightly and was hitting fuel cut very quickly due to the increased airflow achieved. So since I had access to free 3" GM MAFs, I bought an MAFT and 660s and a keydiver chip. Then an SAFC for fine tuning. Other than going Haltech or 2G maf, I think it was reasonable in 2004. A lot of people were having success doing that. In fact, for about 100 miles or so, it was "pretty close" with mild boost levels, until I hit a pothole and the stupid crap down pipe that was very poorly executed bottomed out and I put it up JSB until I had it properly fixed. Well, that took a bit longer than I thought, as an understatement.
I'm sure doing the same thing today I would do much bigger injectors and ECMlink and wideband and be very happy as I learned all I needed to learn about tuning. But this isn't going to happen for me. I appreciate my relationship with my wife too much to dive in more.
I was posting these antiquated tuning help questions because I was hoping to get some insight from anyone with experience in the long process of dialing in an MAFT and SAFC, along with pointing out the really basic issues I needed to fix.
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If, after fixing the obvious bugs and I continue to hit knock due to not being able to control timing, then I will disclose that to whomever I can get to buy the car.
At this point, I can demonstrate that the transmission, clutch, drivetrain, fuel system, etc. is all in pretty decent shape. I can show compression is good. I can point out all the areas of concern on the body and paint, show the interior and provide the documentation I have. I guess without parting out the car its about ready to sell. I just wanted to complete the basics before doing so, and I think that with a few circuit checks I'm nearly there.
-PJ