Because it’s happening over two completely separate tunes…different strategies even, with EVAP purge disabled at idle…I’m at a loss. Happening on both banks and via STFTs…which makes me think the PCM is doing something odd rather than a physical issue of the FRPP IM EVAP design itself.
Hate to say this..........but sometimes you gotta just trust\accept the results. What's the common thing\denominator between the 2 tune cals exhibiting these issues........the FRIM, the EVAP system & the B1S1\B2S1 NB O2 sensor operations.........whether you like this or not.
Your issues are not showing to be tuning related, they're component related........the issue for you is accepting this & then start doing proper component checks & stop messing around in the tune cals trying to hopefully find some answer that in reality doesn't exist........then do the necessary work that is needed to be done to properly fix this......even if you don't want to.........or accept the issues & consequences from them as they are if you can't.
In the end.........it's your car & your money thus you can do whatever you choose to do...............or not do..............
The NB O2 sensors are exhibiting weird responses to normal ECU operations when going into a coasting pattern at speed (fueling going initially lean--1.05--initially off APP closing throttle when you took your foot off the APP--as it should do--the NB O2 sensor voltages should go close to\at 0v........then DFCO kicking in shortly afterwards (shutting fuel off completely while coasting thus engine is pumping air only during CL.....thus the NB O2 sensor voltages should stay at close to\at 0v the entire time that DFCO is active....) thus are IMHO suspect--they should not be drifting--showing voltage outputs increasing off 0v--at all & need to be tested to confirm their operational integrity then replaced if found to be out of bounds. The EVAP system needs to also be smoke tested for integrity, starting w\ the CPV (this valve needs to be physically tested to fully seat off & hold when at 0% command--best tested while unplugged to ensure full closure--just turning the EVAP system off in the tune cal doesn't prove anything concerning this valve's operations......) then the rest of the system then fix\repair any leaks that show up & check the FTP sensor for its operations at the same time. These EVAP systems are getting old thus should not be taken for granted that they're OK (not trust the ECU to show MIL's.........these can fail while the ECU shows they still can pass the .040" leak test.......been there, done that). Posted a video on my car showing me smoke testing the EVAP system on my car :
https://www.s197forum.com/threads/lunati-voodoo-21270700-camshafts.136257/page-3 post #60.........the ECU showed this EVAP system had passed the IM Readiness EVAP .040" leak down test.........w\ a bad CVS (wouldn't completely seal off when activated thus can invalidate a pressure test & cracked flex hose--vacuum & pressure leak--between the EVAP canister & CPV thus can potentially throw off fueling to engine\prematurely fail catalyst IM Readiness CE Ratio testing thru erroneous B1S1\B2S1 B1S2\B2S2 NB O2 sensor feedback---which the FRIM can aggravate & make this worse due to its EVAP port design sending too much of this EVAP flow thru the B1 #1 & #2 intake runners vs the rest thus causing bank to bank fueling imbalances thru falsely avg B1 fueling across B1 cyls causing the rear #3 & #4 cyls to run excessively lean vs the #1 & #2 cyls w\ the same thing happening on B2, just not as severe......
When checking NB O2 sensors.........the NB sensor voltage output patterns along w\ the sensor heater amp outputs are the key in proper analysis......not the STFT's......as the voltages are generated from the sensors themselves, when proper heater temps are maintained to sensor elements, in reaction to the amount of free O2% in exhaust vs the outside air. The ECU is only interpreting the NB O2 sensor voltage patterns to then determine fueling correction to apply--STFT's.......so if garbage in will most certainly give garbage out. If you aren't already datalogging the running exhaust temps, IMHO you need to start doing so......especially when system is going thru DFCO to see if the exhaust temps are cooling down too much......this WILL start the NB O2 sensors to drift towards "rich" during DFCO thus you might need to increase B1S1\B2S1 heater duty cycle% to help keep the NB O2 sensor elements warm enough to maintain proper operations during DFCO.........that is, AFTER checking & proving proper base NB O2 sensor function\operations.
I know you know all this........but........can you also accept what all this is showing you.........? Changing all these settings in 2 different tune cals w\o resolution should have been a wakeup call..................IMHO, of course.
YMMV...................
Hope you find resolution to your issues.................
