O2 correction surge/WB settings

[Buick pwr'd Brit]

So I have been thinking of a way to try and reduce my O2 correction surge at very light engine loads. Right now I just set the O2 authority very low (2%) to stop it. However I would like to be able to set it a tad higher say 5%. To allow for greater closed loop corrections do to elevation changes,etc.
My wide band O2 is fairly far down stream in the exhaust system. Approx 34"-36" from the exhaust ports.
My theory is because I only notice it a very light loads, the O2 delay could be the reason. But then again, I could be out in left field!
I ran some data-logs to try and measure my wide band delay. A quick blip of the throttle from idle and I get a 3ms delay, from a free rev at 2300 rpm, its 2.47ms.
1) Right now I have the wide band algorithm set to simple. Would it be better to set it to transport delay or PID?
2) How would I use my wide delay numbers to plug in the settings? I've read manual over a few times, and "kind of" understand it, but I'm still a little confused
! kdly1 says to add your sensor delay time to the injector fire to exhaust valve time. Is there a "rule of thumb" time for the injector to exhast valve event time?
3)For kdly2, could I use my 2.47ms@2300 value? Since the delay changes with rpm/load, can MS correct for this?
4) If so, is the rate of delay correction "adjustable", and can boosted pressures be factored in?

Bill

73 MGB 3.5L aluminum V8, supercharged
MSII code 2.8
LC 1 wide band

[Buick pwr'd Brit]

Well, decided to play aroud with the settings. I set the wide band algorithm to PID/Smith, and left the settings at the default values. Correction surge is gone even with the O2 control set to a higher value! I think my VE table is pretty close, AMC usually only needs to correct 1-2% or so. Also AMC seems to adjust to the AFR table a little quicker now as well.


Bill