Calc VE QC check and questions

[Strong05]

Hi All!

I'm new to the forum and tuning. I've been reading up on everything for a while and have just starting tuning my 2000 T/A. Just wanted someone to take a look at my Calc VE table to ensure I'm not doing anything stupid.

Also had a couple of questions concerning the Calc VE tuning process:

1. Should I be looking to fill every cell with data to remap the entire VE table or just below 4k rpm (the VE/MAF blend rpm threshold I believe)?

2. The Calc VE tuturial doesn't really address the use of a wideband (LC-1 in my case). What should be done differently when using a wideband vs just relying on the narrow O2's?

3. It seems to me that you would be better off calibrating the MAF with the wideband before you should try this method, otherwise wouldn't you be skewing the data with a MAF that isn't dialed in?

Sorry if any of these questions are way off base... still trying to get a handle on all the new terminology and tuning in general.

Thanks for all the help!

Brad

[WeathermanShawn]

Brad:

Welcome to the Forum..

You want to primarily hit the below 4000 RPM area as that will be the area that normally your MAF/VE blend area is. However, I always tell people to hit the higher RPM/MAP areas. The reason is that your MAF can fail (more common than people realize) and then your VE Table will control all airflow/fuel calculations.

Just make sure you filter (rapid throttle) as much as possible. Some hand-smoothing is actually desirable. It has to make sense from an airflow perspective.

This method utilizes closed loop which takes your MAF Airflow, IAT, ECT, RPM, MAP and LTFTBEN correction to determine the CALC.VE Value. Hence, in the closed-loop portion you do not need to 'calibrate' your MAF with a wideband. In closed-loop the stoich AFR is always being determined by the variance in the LTFTBEN.

The wideband is utilized when you hit PE Mode and WOT. Then you are leaving closed-loop and entering open-loop fueling. There you will utilizing an AFRBEN (variance from commanded AFR). That PID is well-described in numerous threads and in the AUTOVE Tutorial..

Many people have accomplished the CALC. VE Table Tutorial. So far it is the only tuning method that allows simultaneous tuning of the MAF, VE Table, and LTFT's. It makes the most sense for people who will utilize closed-loop and still retain the MAF.

Good luck..

[Strong05]

Shawn,

Thanks for the quick response!

Keeping in mind that this method is for closed loop only; how do you get the higher rpms/MAP areas without going into open loop? For that matter how can the few cells that I have filled in the higher area be accurate? Doesn't the system come off closed loop at a certain TPS threshold? Therefore shouldn't any data recorded in open loop be void?

Thanks again for you help, and hopefully I'm not beating a dead horse... I tried to read up on this is much as possible in your original CALC VE thread.

Brad

[joecar]

Hi Brad,

Welcome to the forum :cheers:

Log FUELSYS, use this to see where it goes OL and use this to filter out OL data.

The Calc VE tutorial does two things using LTFT's: calculates a new VE table, and corrects the existing MAF table.

[WeathermanShawn]

Brad:

Also, be aware that even though you are in open-loop at the higher RPMs/MAP the CALC.VE Table formula still 'works'. It is taking your MAF Frequency, RPM, MAP, ECT, IAT, etc.

The following is a MAP that is filtering just PE Mode. I am mapping the Serial Wideband Ben Factor. The second chart shows the same data with LTFTBEN's applied. So in open-loop your LTFTBEN will go to 1.00. Obviously that value is only accurate when your open-loop commanded AFR matches actual (BEN Factor).

Probably just best that you log and map Table B5001. That one needs to be accurate. Then post your results. It will be easier to explain once you have a more extensive mapping of your MAF vs LTFTBEN.

[Strong05]

Alright, I did another data log and logged the FUELSYS parameter this time. How do I use the filter to filter out the OL stuff? If you select the parameter it only lets you put in numerical values for the less than or equal to box, when its a text field under the data tab. I also had a weird value for this parameter of CL-fault, not sure what that means, but it still cycled to OL.

I think it might be important to mention that I have also updated the OS to a 2002 OS (got if off of holden crazy) from the factory 2000 OS. I did this because I was eventually planning on using the custom OS's and wanted to take little steps (I think one of the tutorials said you can't use the 2000 tunes on the custom OS's). Hopefully that wasn't a dumb idea. I did update the injector tables (hopefully all the correct ones).

Thanks again for you help!

[Strong05]

Brad:

Also, be aware that even though you are in open-loop at the higher RPMs/MAP the CALC.VE Table formula still 'works'. It is taking your MAF Frequency, RPM, MAP, ECT, IAT, etc.

The following is a MAP that is filtering just PE Mode. I am mapping the Serial Wideband Ben Factor. The second chart shows the same data with LTFTBEN's applied. So in open-loop your LTFTBEN will go to 1.00. Obviously that value is only accurate when your open-loop commanded AFR matches actual (BEN Factor).

Probably just best that you log and map Table B5001. That one needs to be accurate. Then post your results. It will be easier to explain once you have a more extensive mapping of your MAF vs LTFTBEN.

So your saying it will still calculate the VE table but without the narrow band correction factor correct? And that it will ignore any OL data for the MAF calibration stuff? So it's more important to calibrate the MAF frequency table before trying to get the VE table filled?

I attached my last run.

Sorry if I'm stuck on some of the simple stuff here...

[WeathermanShawn]

So your saying it will still calculate the VE table but without the narrow band correction factor correct?

That is not correct. Look at the formula in my signature. The last multiplier is "CALC.LTFTBEN". When you go from closed-loop to open-loop the PCM 'freezes' your LTFTBEN. If it is negative it goes to 1.00 (no correction). If it is positive it will be added. As I state in the Tutorial your goal is to always have negative or at least a 1.00 LTFTBEN.

And that it will ignore any OL data for the MAF calibration stuff?

That is also not correct. See explanation above..

So it's more important to calibrate the MAF frequency table before trying to get the VE table filled?

The beauty of the system is that it is computing both simultaneously. You CANNOT have an accurate VE Table without an accurate MAF Calibration Table.

I attached my last run.

Sorry if I'm stuck on some of the simple stuff here...

The best approach when you feel like the 'simple stuff' is hanging you up is just do the procedure as the Tutorial instructs. The information on filtering is also found in numerous EFILive threads. The best way to get specialized help is to post your completed Log and Tables..and then ask for someone to review it.

Remember, get your MAF Calibration vs LTFTBEN Values as close to 1.00 as possible and apply all the applicable filters.

Hope that helps.. :confused:

[WeathermanShawn]

Also, can you do another log with the narrowband PIDS attached (per Tutorial). You may have to drop some other PIDS to keep the channel count under 24.

You have numerous DTC's relating to your O2's. Are you sure they are attached? Your vehicle is going into CL-Fault (not closed-loop) because of this..

[Strong05]

Everything emissions related has been deleted. I have disabled the corresponding parameters that set off the CIL. Edit: I disabled them after the above attached run.

Thanks,
Brad

[Strong05]

These are the PIDS listed in the CALC-VE tutorial:

Air
SAE.MAF Air Flow Rate from Mass Air Flow Sensor
SAE.MAP Intake Manifold Absolute Pressure
GM.MAFFREQ Mass Air Flow Raw Frequency
Conditions
GM.CYLAIR.DMA Air Flow Grams/Cyl
GM.DYNCYLAIR.DMA Air Flow Grams/Cyl – Speed Density
SAE.RPM Engine RPM
SAE.VSS Vehicle Speed Sensor
Fuel
GM.AFR Commanded Air Fuel Ratio
SAE.LONGFT1 Long Term Fuel Trim – Bank 1
SAE.LONGFT2 Long Term Fuel Trim – Bank 2
CALC.LTFT LTFT Average
CALC.LTFTBEN LTFT BEN
Performance
CALC.VE_Table Calculated Volumetric Efficiency
Spark
SAE.SPARKADV Ignition Timing Advance for #1 Cylinder
GM.KR Retard Due to Knock
Temperature
SAE.ECT Engine Coolant Temperature
SAE.IAT Intake Air Temperature
Throttle SAE.TP Absolute Throttle Position
Tune
GM.DYNAIRTMP_DMA GM Dynamic Air TMP (Charge
Temperature)
WO2-Special EXT.WO2AFR1 External Wideband AFR

And these are the PIDS I had selected for the log I posted:

OK DESCRIPTION CAPTION UNITS SYSTEM CH PARAMETER
Y Absolute Throttle Position TP % Throttle 1 SAE.TP
Y Air Flow Grams/Cyl CYLAIR_DMA Grams/cyl Tune 2 GM.CYLAIR_DMA
Y Air Flow Grams/Cyl - Speed Density DYNCYLAIR_DMA Grams/cyl Tune 2 GM.DYNCYLAIR_DMA
Y Air Flow Rate From Mass Air Flow Sensor MAF Grams/s,Lbs/Min Air 2 SAE.MAF
Y CALC VE Table VE_Table %,g*K/kPa Tuning 0 CALC.VE_Table
Y Commanded Air Fuel Ratio AFR :1 Fuel 2 GM.AFR
Y Dynamic Air Temp DYNAIRTMP_DMA °C,°F Tune 2 GM.DYNAIRTMP_DMA
Y Engine Coolant Temperature ECT °C,°F Temperature 1 SAE.ECT
Y Engine RPM RPM RPM Conditions 2 SAE.RPM
Y External Analog Voltage 1 AD1 V External 0 EXT.AD1
Y External Analog Voltage 2 AD2 V External 0 EXT.AD2
Y External Wideband AFR WO2AFR1 AFR WO2-Serial 2 EXT.WO2AFR1
Y Fuel System FUELSYS Fuel 2 SAE.FUELSYS
Y Ignition Timing Advance for #1 Cylinder SPARKADV Degrees Spark 1 SAE.SPARKADV
Y Intake Air Temperature IAT °C,°F Temperature 1 SAE.IAT
Y Intake Manifold Absolute Pressure MAP kPa,PSI Air 1 SAE.MAP
Y Long Term Fuel Trim - Bank 1 LONGFT1 % Fuel 1 SAE.LONGFT1
Y Long Term Fuel Trim - Bank 2 LONGFT2 % Fuel 1 SAE.LONGFT2
Y LTFT Average LTFT % Tuning 0 CALC.LTFT
Y LTFT BEN LTFTBEN factor Tuning 0 CALC.LTFTBEN
Y Mass Air Flow Raw Frequency MAFFREQ Hz Air 2 GM.MAFFREQ
Y Retard Due to Knock KR Degrees Spark 1 GM.KR
Y Vehicle Speed Sensor VSS KMH,MPH Conditions 1 SAE.VSS
Y Wide Band AFR 1 - LC-1 AFR_LC11 AFR,V WO2-Analog 0 CALC.AFR_LC11

Unless I'm missing something, they are the same PID list except for the analog wideband PIDS. I even selected the serial WB PID even though I don't have a serial wideband connected.

So I guess what I'm trying to get at is, I don't understand what PID I'm missing?

Thanks again for you help!
Brad

[WeathermanShawn]

Under PID 'O2' there are two PIDS for the front O2 sensors..HO2S11 and HO2S1. They show the range and 'healthiness' of your O2 sensors. I was merely suggesting that you log these as you were getting active DTC's and CL-Fault. Obviously your rear O2's are giving the codes, but sometimes if your MAF or CALC.VE Table needs work..it is best to eliminate problems with the front O2's.

I take it from your MAF Calibration Table and Commanded AFR, most of your Tune is still stock. Normally a Lid throws off LTFT's, but your LTFT's look fairly 'normal'. Is your MAF still stock and screened?

If you do another run and get most of your LTFTBEN's to 1.00 and let your RPM's climb a little higher (more WOT), I can usually tell how far off open-loop vs closed-loop is. In your case, the first log looks pretty decent.

So, don't get too wrapped up in theory or detail at this point. If you can hit a few 100% TPS runs (4-5 seconds) it should allow you and the readers following along some more data points to work with. We just want to make sure your narrowbands are switching properly before proceeding farther.

Good luck..

[Strong05]

Copy, I"ll add those to the list! Thanks Shawn!

MAF is stock and still screened. I de-screened my last F-body and thought better of it with this one.

Thanks,
Brad

[joecar]

So your saying it will still calculate the VE table but without the narrow band correction factor correct?I calculates the VE and LTFTBEN corrects it at the same time.


And that it will ignore any OL data for the MAF calibration stuff? The WOT LTFTBEN will be like this:
- if LTFT was positive prior to WOT, then the WOT LTFT will be positive, so LTFTBEN will be greater than 1.00.
- if LTFT was negative prior to WOT, then the WOT LTFT will be zero, so the LTFTBEN will be 1.00.


So it's more important to calibrate the MAF frequency table before trying to get the VE table filled? The MAF table is being corrected at the same time as the corrected VE is being calculated... i.e. the Calc.VE tutorial does there two things simulataneously.

[joecar]

Under PID 'O2' there are two PIDS for the front O2 sensors..HO2S11 and HO2S1. They show the range and 'healthiness' of your O2 sensors. I was merely suggesting that you log these as you were getting active DTC's and CL-Fault. Obviously your rear O2's are giving the codes, but sometimes if your MAF or CALC.VE Table needs work..it is best to eliminate problems with the front O2's.
...+1 what Shawn said... show us the HO2Sx1 (i.e. front O2 sensor) voltages, the Calc.VE tutorial requires and relies on good functioning front O2 sensors.

[joecar]

When logging data for doing the VE/MAF calculation/correction, to allow the fastest sample rate on the pid updates (improves resolution of data/calculations), reduce your pid channel count to 24 or less:

Remove: MAFFREQ, CYLAIR_DMA.
add: HO2S11, HO2S21.
that should bring your pid channel count to 23 (see bottom of PIDs tab).

Also, keep throttle as steady as possible, and remember to apply the transient filter.

[joecar]

Brad, do you have FlashScan V1 or V2...?

[Strong05]

When logging data for doing the VE/MAF calculation/correction, to allow the fastest sample rate on the pid updates (improves resolution of data/calculations), reduce your pid channel count to 24 or less:

Remove: MAFFREQ, CYLAIR_DMA.
add: HO2S11, HO2S21.
that should bring your pid channel count to 23 (see bottom of PIDs tab).

Also, keep throttle as steady as possible, and remember to apply the transient filter.

Thanks Joecar! I'll make those changes and watch the throttle. I'll check back with another log file.

I have V2.

Thanks,
Brad

[joecar]

Brad,

You might want to change from analog connection to serial comms connection between your LC-1 and V2, you will get better AFR/lambda data (free from voltage offset problems).

See this: showthread.php?t=9340 (http://forum.efilive.com/showthread.php?t=9340) post #3

TAQuickness's website seems to be down, but it's cheap to buy a null-modem adapter, or simple to make your own cable.

Cheers
Joe

[Strong05]

Thanks Joecar I'll have to look into that. Honestly I haven't been able to QC check the LC-1 yet. I was able to program it for EFI live but I haven't been able to get the darn thing to talk to my computer since... How much do the cables cost?

Thanks,
Brad

[Strong05]

Never mind, finally got the LC-1 to work (serial to computer, analog has always worked) by downloading the latest software... go figure.

Brad

[Strong05]

Just made another run with recommended changes to check for O2 functionality. This time the car ran in normal CL. From what I can tell it looks like they are working, but then again I don't really know what to look for.

Thanks again for helping me out with this!

Brad

[WeathermanShawn]

Yes, that log looks pretty good.

Your O2 sensors look real good. I don't see an issue there.

On your next log (if necessary) we can probably drop the O2 sensors and re-add the MAF Frequency. That will help in ironing out Table B5001.

Your VE Table looks pretty good. The 400 Rpm row can probably be ignored as that does not look representative. Whats interesting is that the 'slope' of your VE Table is pretty gradual. I see you got it up there in Rpms..I bet that warmer IAT is hurting a little. Your LTFTBEN correction was close to 1.00 (ideal) as possible.

In reality it is closed to done. You can always post up your tune and I can give you an example on smoothing out the VE Table.

One more run and its done!

[joecar]

+1 O2 sensors are functioning correctly.

What Shawn said: drop HO2S11/HO2S21 and add MAFFREQ for your next log... can you also add EXT.WO2AFR1 (you may have to edit the V2 options to do this).

+1 calculated VE is rising very gradual.

+1 LTFTBEN looks good.

Notice that DYNCYLAIR dips down in the range 3200-4200 rpm... this indicates your actual VE table does this, I'm interested to see DYNCYLAIR after you paste in the calculated VE.

[Strong05]

+1 O2 sensors are functioning correctly.

What Shawn said: drop HO2S11/HO2S21 and add MAFFREQ for your next log... can you also add EXT.WO2AFR1 (you may have to edit the V2 options to do this).

+1 calculated VE is rising very gradual.

+1 LTFTBEN looks good.

Notice that DYNCYLAIR dips down in the range 3200-4200 rpm... this indicates your actual VE table does this, I'm interested to see DYNCYLAIR after you paste in the calculated VE.

Joecar,

I added back in SAE.MAF and CYLAIR to the PID's. I don't have a serial WO2 connection but I did log the analog WO2 (table E on my log file, if that transfers over). I applied the VE corrections to the attached tune from my latest run (also attached), however I haven't applied the MAF corrections yet. Although I must say all of the MAF corrections thus far have been very minor, only a tenth at the most.

So what does the low VE mean? I noticed that it is significantly lower than what is programmed in for a stock 02 so far in almost every sector.

Shawn,

The warmer IAT was due to heat soak (left it idling for a while to warm up), after about 10 minutes the IAT drops to 20 C.

Thanks again both of you guys for helping me out with this!

Brad

[WeathermanShawn]

Brad:

I'll look over your work this evening.

It looks like you have a segment of your LTFTBENS that are ~3-5 % positive. One easy way to alleviate this problem is as follows:

With the Scan Tool (ignition on) under Calibrations is a Tab called 'Long Term Fuel Trims'. I would reset this so they all go back to zero. If you have not yet applied the new correction to the MAF Calibration Table B5001, then you can do a single correction of ~ 3% to your entire MAF Table. We need to eliminate the positive LTFT contribution.

Perhaps after I scan your Tune & Log in greater detail, I can post up an example using your data.

The issue of the VE Table values being somewhat lower is a little odd. The higher you can get your Rpm's, the higher your MAF Frequency should go. Sometimes a 'dirty' MAF will cause the airflow values to be under-reported. Have you ever had your car on the dyno? I would be curious to see how your HP/TQ curve is.

I'll get back to you later..

[Strong05]

I haven't had this car on a dyno before. I can't remember if I cleaned the MAF before either... but I think I did when I installed the SLP lid. I am running a K&N filter though and I know they can cause problems for MAF's, so I'll take a look at it. The car only has 34k miles though and I've only put maybe 8k on the car in the 3 years I've owned it.

I'm assuming you mean to adjust the MAF by a positive 3% across the board? Just want to be sure.

Thanks,
Brad

[joecar]

Brad,

DYNCYLAIR is calcuated by the PCM from the VE table (and MAP and DAT (dynairtmp))... it was dropping with RPM below peak torque instead of rising to peak torque (and then dropping after that)... now with this new VE dyncylair does not drop until after peak torque, but it is lower than previously.

With long tube headers your VE table should have gone up a little in all places... something is wrong here, either some tables are wrong, or engine is not able to breathe properly... yet your LTFTBEN's are close to 1.00...!?

Some other things are not quite right:
- LTFTBEN is close to 1.00 but wideband AFR deviates from commanded AFR;
- IFR table is for 26 lb/hr injectors, but your 2002 should have 28.8 lb/hr injectors.
- MAF airflow (g/s) should be a little higher... 6000 rpm at WOT I was expecting to see 275 g/s, your log shows around 245 g/s.

Maybe you should measure pressure at the fuel rail (snap throttle open and observe any deviations).

[joecar]

Shawn, what do you think, do you see any inconsistencies...?

Edit: I saw your reply after I posted these 2 posts... I see you mention dirty MAF.

[WeathermanShawn]

That is correct on the MAF (+3%). Positive adjustment to the MAF will decrease the LTFTBEN's. The correct way is to apply the entire B5001 log LTFTBEN values, so this is a shortcut. Even though your LTFT values are close to zero, sometimes you have to force the entire LTFT average to ~ -2 - 3% to get rid of any positive LTFT's.

Joecar I am glad you caught that on the Injector Value. There does seem to be something wrong..:confused:. I wonder if the OP goes back to the stock injectors if that might make the LTFTBEN's go more positive..which will drive up his CALC. VE Values..

Brad, I assume stock cam?

[Strong05]

Joecar,

My car is a 2000, I uploaded an 02 OEM OS and tune because I wanted to use a custom OS later on. So I changed the injector maps back to the 2000 ones from my original tune. I would think my car would be pretty close to an 02 anyway with the addition of the LS6 intake despite the different cams (00 vs 02).

Thanks,
Brad

[Strong05]

Shawn,

Stock 2000 model cam. Everything is stock except for the Lid, smooth belows, QTP headers, LS6 intake, and offroad Y-pipe (factory "high performance" exhaust after the Y).

Thanks,
Brad

[joecar]

Ah, I see, then your IFR is correct, I didn't observe "2000" in your sig. :doh2:

[joecar]

Joecar I am glad you caught that on the Injector Value. There does seem to be something wrong..:confused:. I wonder if the OP goes back to the stock injectors if that might make the LTFTBEN's go more positive..which will drive up his CALC. VE Values..

Brad, I assume stock cam?Shawn, my mistake on the IFR, he has a 2000 TA.

But, there still remains the other inconsistencies.

[joecar]

I'll look more later, I have to go now. :)

See if you can measure rail pressure.

I see you can't have an exhaust restriction/blockage.

[Strong05]

I'll try and check the fuel rail pressure tonight.

Unless the OEM muffler is crap I can't imagine the exhaust being very restrictive...

Brad

[Strong05]

Fuel PSI off the rail was reading 63 lbs at idle. If I goosed it some it would drop at most to ~56-58 lbs and come back up to 60 lbs or so if I held the RPM for a little bit. I don't know what it's supposed to be for an LS1 but I know that's significantly higher than my LT1 ran. Pretty sure my neighbors hate me now... oh well at least I wasn't doing it at midnight or anything, lol.

Brad

[Strong05]

MAF looks clean but I'll spray it with some MAF cleaner just to be certain. This may be a dumb question but how much can the filter being dirty affect the VE charts (obviously a lot if its totally clogged)? I don't know how long it's been since it's been cleaned... it doesn't look that bad but I know that doesn't mean anything when it comes to flow so I'll clean that tomorrow as well. I hadn't given the filter much thought since K&N says to service every 50k-100k miles.

Brad

[WeathermanShawn]

Brad:

We will have to figure something out here. Like Joecar, I see some discrepancies in your DYNAIR and CYLAIR (seems low). Your Trims look decent, but then under WOT your lean compared to Commanded. That would imply your MAF will need a lot more adjusting at WOT.

When you clean the MAF, double-check that the SLP Lid is very tight. I have the same Lid and once the 'glue strip' came undone and was blocking the MAF flow..That caused my Airflow to be grossly under-reported under WOT also..

[Strong05]

The LID may be causing some problems, but I didn't see any of the foam stuff blocking the MAF when I took it off tonight. I had to add foam to the under side of the filter though to get a good seal with the upper half of the lid (I could stick my hand in and push up on the filter and it would just flop up and down inside of the lid). I should really just get rid of that POS for another lid, the fit is absolutely terrible!

Brad

[WeathermanShawn]

You could always try a very short run with no Air Filter if you wanted to test.

I use the Holley Power Shot 'oiled' Air Filter with the SLP Lid. I like that fit. Personally, I just stick a new one in their every other oil change. Call it overkill, but I don't trust my technique in re-oiling. I clean the MAF every 2-3 months.

Brad..Upon close examination of your Tune & Log, it looks like even though your LTFTBENS average +/- '0', the delta between Max and Min indicates you are positive most of the time. So, here it was I did. In the attached Test Tune (yours altered), I added +7.5% to the entire MAF Table (B5001). That should not only keep you in negative Fuel Trims, but should also solve your Commanded vs Actual AFR in PE Mode. You might average ~ -3 to -5 % LTFT's, but really thats O.K.

I also adjusted your VE Table (rough hand-smooth). You may find after running the new MAF Table, that your VE Table will come more into line.

Thats my best take on it. Keep checking for any intake/exhaust leak..especially near the MAF. But, you can always give the Test..a Test..:)

[Strong05]

Thanks Shawn I will give the tune a try and see what happens!

Since you brought up intake leaks, could this be caused by a bad seal somewhere on the intake manifold? When I put it on I tried to check as best I could using the old WD-40 trick but I couldn't ever depict an increase in rpms when I did that. I've never noticed the car running rough but then again my only experience with an intake leak is with a carbed application, and the car ran noticeable rough/didn't want to go.

I had a small exhaust leak before the WBO2 but I've since made some adjustments and I think I've got it sealed up tight now. I'm not sure about the other side, but I doubt that could effect the O2 reading since it's on the other bank (and if there is one it's small).

Thanks again Shawn for you help and looking at/modding the tune!

Brad

[Strong05]

After being out of town for a week or so, I finally got to make another run. I cleaned the MAF and filter and used the test tune that Shawn provided. I'm afraid my run may be for not as I forgot to reset the LTFT's before I did the run. By chance are those reset when you flash the ECU with a new tune? At any rate here it is... not much change other than it appears to be running richer then before.

Thanks again for all the help on this!

Brad

[WeathermanShawn]

Brad:

Not too bad.

Generally I keep my LTFTBENS averaging about -2 %, but yours are generally within range. Its up to you whether you want to tweak the entire MAF curve as described in the Tutorial, or leave the MAF 'slope' as is.

As far as the VE, you have gone about as far as you can with closed-loop. You can estimate at the higher RPM's and MAP..just in case your MAF would ever fail at WOT.

I would just read up on PE Mode and WOT AFR tuning. You can select a Calculated Pid for your AFRBENS, and then apply that in the upper ranges of your MAF curve. Generally you are richer and closer to your Commanded AFR in PE Mode, but still look slightly lean at points.

Overall, pretty good.

Edit: The LTFT's 'refresh' when you make a big change as we did on your MAF curve. Even though they do not 'reset' automatically when you flash in a new tune, your MAF Calibration Table looks a lot better than before..

[Strong05]

Cool, thanks for all the your help with the tune Shawn! I will definitely be doing a lot more reading on the forums.

Brad