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GM didn't support CAN-BUS until 2007 in the NNBS style trucks, there is no way to make your older truck use a can-bus system to work with HP Tuners. Kinda stinks you spent $50 more than you should have but it can still work. HP Tuners did have a few threads regarding this and more research would have found this out.
Use the EGR circuit in the computer to wire the wideband into HP Tuners. Pretty simple and works very well once setup right. Here is a link to a video on how to set it up. He is using a AC circuit but the EGR works exactly the same way. ( EGR is better because using the AC circuit in a vehicle that still runs AC means you can't use the AC)
Just a side question here too, is the wideband placed before the cats (if you are running them)??
No cats, WB sensor is in the H-pipe (see pic below) of the Speed-Engineering True Dual H pipe. Given its placement I have to think it's biased to the driver's side bank but at least it's there:
I do have HPT Pro vs standard, and with the AEM unit I'm seeing that the method above may not be strictly necessary anyway?
I keep seeing references to adding pins to the AEM cable, and it sounds like the 30-0333 and 30-0334 can actually output the analog 0-5v signal directly through the OBD2 pass-through with some pins being added into the end of their OBD2 pass-through, and then HPT can pick it up via the OBD2 connection as well? Not sure on this yet, still googling and looking for a proper explanation, but the tuner mentioned it and I also saw references on HPT's forums.
Tuner sent over a new tune to turn off P0103 code, flashed it, then drove the truck for about half an hour - no CEL and seems to run quite a bit better! Did one WOT pull from a stop to about 60 and then a few more varying heavy throttle runs and it seems like it's running quite well, especially over 3k rpm.
Tuner said they weren't concerned about the LTFTs they saw in the first log, but I logged this most recent drive and sent it off to them as well. Going to get the WB signal plumbed in to ensure it's doing what it should be, but overall very happy if it continues to run like it's running now!
Puzzles me why they would want to disable that code. The only reason to ever set the code to something different than "second error" is for speed density tuning, otherwise that code always stays the same.
High fuel trims is always a concern, hopefully they address it.
You can always post your logs and tune here if you want, plenty of people here can offer advise or see problems with other peoples work.
Well I guess there is two ways to go about it. Have it with the code shown or without.
Most set the MAF fail high to 0hz under engine diag, then set all 3 MAF dtc's to MIL on first error. The SES light will show the code for P0103 meaning it will be in speed density. Some with uncheck the box for the SES light and leave it that way.
If the MAF is still connected and they set the three MAF dtc's to 3 "no error reported" that is not correctly putting the vehicle into speed density upon start up. Also if you are logging the MAF while speed density tuning that can skew the data. I always log MAF fail status in the scanner to make sure that when I am speed density tuning that the MAF status says "failed".
im not liking that wideband location and the o2's are suppose to be mounted on an angle minimum 10 degrees up from 90* that looks like its right at 90 degrees plus if your burban has any rake to it then it might be under 90* and that will cause a problem condensation
Dec 6, 2017 | 11:46 AM
