Hondata

Background: I've been trying to dial in a MAF based calibration for about a week and I think I've got it pretty close, there are some slight fueling issues up top at WOT but nothing too bad as this is a MAF based cal. (will be going to speed density pretty soon once I get the vehicle to run as factory as it is still fairly stock and I'm learning). Initially, I thought this was a mechanical discrepancy as I do have 1,000 cc injectors and I've pulled off most of the tubing right after the airbox as I plan on boosting (and tuning) my vehicle shortly after I figure a few more things out.

Attached is a Part throttle drive with a few WOT areas and the calibration associated with that datalog.
I'm aware that there's knock occurring, it tends to happen when the knock sensor thinks my fuel quality is very high (it's just 93 from a Wawa). Cylinder one knocks a bit more than the others, and some of the knock I think is transient from going to WOT and I do have a comp clutch installed, which I've gotten a knock count from just disengaging the clutch. Nonetheless, I'm trimming cylinder 1 timing by -0.5 degrees and 3 by -0.2 and then seeing if that helps.

Problem: My main issue is getting the short-term to not subtract fuel after my drive when I sit and idle, My AFRs run a bit lean at idle because the short-term trim continues to try and subtract fuel and then jump back and forth between 14.7-15.5 AFR (Lambda 1.0 - 1.05) trying to compensate and it makes my exhaust slightly pop. ELD and Fuel Econ. alternator have been disabled, this issue does go away when I turn ON my headlights/AC, and I have tried adjusting the injector deadtimes slightly from the data chart I was given (below) but it doesn't make a difference - unless I'm doing this incorrectly.

Injector data follows:
Alpha Injection Clinic 1000CC (Bosch core)

Injector Voltage/Comp 6 8 10 12 14 16
Deadtime (ms) 2.612 1.961 1.472 1.106 0.830 0.623 43.5psi
2.757 2.070 1.554 1.167 0.876 0.658 50.0psi

(In picoseconds for the tune just move the decimal 3 places)

I plotted these values in Excel. Although it seems linear, it's more of a ramp, So the only adjustments I made were at 14V on the deadtimes (especially since this problem occurs at 14 volts where the car is 99.9∞ % of the time). Could it be because my secondary O2 is still enabled?

Injector dead times look low. Typically for a 1000cc at 14V you will see 1.2ms dead times.

Generally don't pay much attention to fuel trims at idle - changes in temperature will make the trims positive one movement and then negative the next. Drive at a steady speed and slowly reduce throttle over a long period until the injectors cut out, and then see what direction the trims are going.

It is best to do this with a stock intake and AFM in order to eliminate the effects of switching to speed density. If you can't do that, then you will need to switch to stock injectors, tune the VE tables, then go back to the 1000cc injectors.

I don't mean to revive an old thread, Its been over a year but I'd like to reinforce what you said, the deadtimes were extremely low. The correct values were as you stated. Although its been some time, just wanted to extend a formal thank you for taking the effort to review and provide input. The issue has been corrected by adjusting deadtimes to more accurate values based off of Bosche's data, just in case anyone lurking is unsure.