GHuggins has helped me a lot on the forum. He's always willing where others don't want to give up info. I'll have to look into this method more next tuning season. I read Smokeshows thread and it seemed there was a lot of people that weren't able to get it to work, myself included. Thanks for posting this.
I hope you find this useful. I was not prepared from for the blowback from this on the forums. I posted here originally and everyone thought I was insane: forum.hptuners.com/showthread.php?102939-Tuning-MAF-and-VVE-at-the-Same-Time Then later this thread is finally where people realized I was not crazy: forum.hptuners.com/showthread.php?105349-What-is-dynamic-airflow I have not had anyone who has actually tried these formulas state they don't work. And if they do, then they are doing something wrong. Also, be sure to check my videos on the VVE Assistant and MAF Assistant tools I wrote. You can plug the data from both the Editor and Scanner into them and it will do a lot of heavy lifting for you to make life easier in making your airflow models perfect.
Thanks for sharing the files on Drive! Not many folks understand that Gen IV ECUs always use a blend of VVE and MAF to estimate airflow.. And we're still in the dark about how the ECU uses the prediction coefficients for transients.
I appreciate the support. And yes you're totally right about the prediction coefficients. The only info I've ever heard is increase or decrease the manifold volume and see if that helped.
What I absolutely hate the most when using VVE is that when you select Calculate Coefficients, it leans and richens areas you didn't touch or ever want touched!
Awesome content. Thanks for sharing. Just watched your video on the VVE assistant too. I dove into the simultaneous MAF/VVE way of doing things but always find myself having the urge to revert back to "simplicity" and try to focus on MAF only and SD only. There's just too many variables at play for me to feel confident, although, I am sure it works for many. Just want to be as prepared as possible for when I throw the cam in my C7. Only have LT headers as of now.
Amazing work... thank you!! I noticed that in the "Formulas and Math txt file" on your drive that the MAF and VVE formulas are the same... MAF formula is showing it's using the VVE rather than the MAF. Appreciate you sharing all of this work!!
Thank you for the support! I have also fixed all the formula issues....THANK YOU FOR POINTING THOSE OUT! If you find anything else wrong, please let me know ASAP!
Oh this is super interesting. I've applied this formula and am trying it out, the only thing I changed was to use lambda error instead of STFT. One important note, In Airflow Mode: Normal, dynamic airflow is used, in Airflow Mode: High Speed, MAF only is used. So depending on airflow mode, this formula may be better or worse. Some guys disable dynamic airflow and that's how they get good results logging in the conventional sense.
Air Calc mode does not matter. This is kinda going back to the old way of doing things that relies on the car being in steady state. This is no longer needed. All we need is Dynamic Air and the fuel trims to understand the correct air flow. You still need to go easy on the throttle, not to keep steady state, but to prevent the ECM from using transient fuel. So in the end it doesn't matter how the ECM determines Dynamic Air, from MAF, from VVE, or a blend of the two. If you have any questions about this or the tune please let me know! Also be sure to check out my other videos and tools for VVE and MAF if you have not already. The VVE Assistant alone will save you hours of tuning and driving and gasoline!
Interesting take on this I've always been able to dial in MAF and ve by logging eq ratio error against them but it is like you said it takes a few times. I disable the maf by setting the fail frequency then do the ve first. After that I would set the dynamic disable at like 300rpm and tune the maf. It works well just 3-4 sometimes 5 drives to get it dialed.
I use open loop MAF for gen4 LS engines and don’t allow closed loop. This way I control the amount of fuel and engine response is amazing compared to anything you can tune to if closed loop is allowed. Also open loop is better if forced induction is being used because lean conditions happen much quicker here if closed loop is allowed to be used by the computer. Best of luck to all. Nice video.
I really like this take on the corrections. Current have a couple of logs I can try this against. You got a thread going on the HP Tuners forum on this new approach?
I just posted. I'd be curious what the collective say. And also curious if you try this method, how it works for you. forum.hptuners.com/showthread.php?102939-Tuning-MAF-and-VVE-at-the-Same-Time
Another sanity check is to view the stft and ltft values in the channels when the vehicle is accelerating, then comparing to the average showing up in the custom tables/graphs. If it says -6% total trims in that custom graph's maf cell and you see the total trims in the channels are actually positive during that acceleration portion, that's when I disregard that rich data as otherwise it could make it extra lean. I have unfortunately lost some faith in the fuel trim cell filters as they seem to capture some deceleration data. I still use the filter as it applies to different FTC values for different year ecus, but don't trust it as being perfect. However that may just be the nature of being at a lighter load while still at the threshold of being in the same cell versus other times at slightly heavier loads.
Any possibility of making a checklist for dummies from start to finish. I attempted to do this today and had to change your vve cl chart to pressure ratio for my gen 5 and it is only populating the top row of the chart like it’s a maf sensor. Pressure ratio is not changing in the log at all.
So how do I integrate the PE sections into the MAF and VVE tables. Like how do I know exactly in my tables where to stop using the CL corrections and start using the PE corrections? Do I just find the areas on my VVE table (for example) that can only be hit when im near WOT and it's commanding .8 eq? I've been pouring over your method and Smokeshow's method and I cant seem to find the answer on when and how to accurately determine where to start using the PE corrections. My filters don't just eliminate all data on those tables that are PE or CL, respectively. I could ask on the forum too, just noticed you're pretty responsive on here. Thanks for all your hard work! Sorry, I'm sure this is a dumb question with an obvious answer I'm somehow overlooking. Edit: Well it seems that my filters are doing exactly what I said they weren't. Suddenly my PE Maf and VVE logs are empty after a long low-medium throttle log. Guess they weren't functioning correctly the first time.
I try to use the narrowbands for as much as possible since they are more accurate than the wideband data. You can hand blend as needed...sometimes I will copy/paste OL and CL data from the scanner into Excel and then massage as needed. If you watched the video for the tool I made for the VVE process, this is easy because you can paste/merge OL and CL into the same dataset and average them together. The MAF tool does not do this and typically you are going to need to run my MAF tool twice, once for OL and once for CL and then blend as needed.
The filter conditions set here, the road tuning is difficult to completely fill MAF CL:[2517.161.avg(1500)]=0 and [2517.161.avg(-200)]=0 and (abs([50090.156.slope(1500)])+abs([50090.156.slope(-500)]))
I have noticed some of your math xml file, parameters, specifically the ones for VVE and MAF PE show an added line of EQ commanded ratio and some of the math xml files for PE do not have it. Is there a reason the commanded EQ ratio is in the math formula? Do I need to use it, or what would the advantages be? I also noticed on the graph layout, specifically the filters had different variables on both MAF and VVE PE than the MAF and VVE CL ones. The video did not explain the different filters in the PE filters. Is there any way you would be willing to explain the PE filters/variables? Im very eager to learn and have an E38 LS3 I will be tuning soon. So far I love your videos. Things are explained in great detail.
The PE formulas need the EQ Commanded in combination with the wideband lambda result in order to perform math to calculate the EQ Error. In scanner, you can create a chart or chart vs time using the built in EQ Error as it is a custom parameter built in the scanner. However, when you try to create a custom math EQ Error is not available, so I had to roll my own EQ Error. The filters are different since they filter out different things. The primary thing they filter out is transient fuel conditions and torque management requests. The second thing they do is look at the fuel trim cell to infer if the engine is in CL or PE and also disregard data when the EVAP vent is open and creating an artificially rich condition due to the extra fuel vapors. I did make this video which might help...it doesn't get into the technicals of this question, but might help in other areas. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-Qh_dGttZiZw.htmlsi=rQ5kbfn1Y62AFvop
OK, that is good to know. So I am a bit confused on the EQ error thing. The math is in the XML files on your google drive for the graphs which is what we use for tuning and making our changes. So I am assuming I can tune PE using your math formulas? What confuses me is when you are talking about creating a custom math EQ error on the chart vs time. Is the chart vs time needed for actual tuning? I though the chart vs time thing was used for viewing logs or live data? Would you be willing to elaborate on this? Sorry if I am not following you on this one. @@SilverSurfer77
@@AllenVos go into the scanner and add a chart (or chart vs time), open the parameter window and at the bottom you see [Maths > Lambda & ARF > EQ Ratio Error]. It exists and you can use it no problems. Now in the scanner > tools > math parameters Attempt to create a new formula in [Maths - User] by clicking the New Variable button...click Insert link and in the new window you do not have access to the same predefined formulas. In fact the entire [Maths] does not exist. So this is why I had to re-create it. I am only pointing out the chart v time as an example of times when you can v cannot use the pre-defined math. The PE formulas are absolutely required to tune during WOT/PE.
So I was able to go into scanner/charts and EQ ratio error was there under maths/lambda/AFR> EQ error. However when I went into tools/math parameters and create a new formula as you had described, The entire Maths did not exist. However when I went into math parameters manager, it list predefined MATH and EQ ratio error can be found under Lambda/AFR. Is there any reason I cant use this rather than make a User base bath math table for EQ error?@@SilverSurfer77
Can you verify the filters for MAF OL vs PE and VVE OL vs PE? When I apply the filters from the google drive shown for PE my numbers don't populate in my graph. If I remove the filter they appear. CL seem to be working fine though. Without the filters I'm getting some wonky corrections in PE and my MAF curve gets all wavy.
If you apply filters and don't get any data back, that means you are not logging all the channels required for the filters to work. There could be something else wrong I suppose. I would suggest copy/pasting out each filter command independently to see where which command is failing. My best is that you are missing the fuel trim cell.
@@SilverSurfer77 If I remove the last of the filter "and ([6310]=9 OR [6310]=14 OR [6310]=15)=0" that contains the fuel trim cell, the filter seems to allow data to populate. I'm working on a Gen V btw. Not sure if that will affect your tuning method or not. I am already logging all the data needed for these filters in my channels, but the filters still aren't working.
@@joshdean8510 OK so as I suspected it is the fuel trim cell PID that needs to be logged. That filters I provided in my google drive are standard filters that people have been using for a long time, I did not create them. So you can either add FTC to the channel list, or in a pinch you can replace it with [Commanded EQ Ratio] = 1.00 for the close loop filter or [Commanded EQ Ratio] < 1.00 for the PE filter. I have not had a chance to mess with the filter that Sirius created in the "What is Dynamic Airflow" thread, maybe those will be helpful. Additionally, I am not sure if the FTC logic for Gen4 is the same as Gen5.
Thanks for this. I'm not a tuner; I own a highly modified C7 corvette - includes ported supercharger plus all internal and bolt ons to get more air through the motor and fueling mods to stay safe. Current tune just seems kind-of jumpy with low rpm throttle changes and transitions are not smooth. Some throttle inputs are met with delays before anything happens and when it does it seems very abrupt. You seem to be deep into the dark arts of HP Tuners. Do you offer tuning services? If not, can you recommend someone in the western USA that has this same comprehensive approach to tuning? Thanks very much.
Sometimes I take on special tuning projects, but I am not a professional tuner and between day job and family I don't have a lot of time to do other folks tuning. Here is my suggestion...if this seems to be an issue only when you apply throttle, then that would lead me to believe this is related to Virtual Volumetric Efficiency (VVE). I did create a software tool to help tune that beast. You will need to watch two videos to understand how to use it. 1) ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-_Eiyy460C_k.html 2) ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-nnA1rA5QQ7A.html I would suggest trying this route first to see if that solves the issue. If you need help on the tool, I do offer paid 1:1 training for it. In general, the problem is that most professional tuners never tune the VVE as it is time consuming and most don't understand it. You do need to be absolutely aware that my dynamic air formulas are limited by a defect in the HPT Scanner. The scanner only reports up to 512 g/s for MAF and 655 g/s for VVE. This is a problem for boosted vehicles. Since the car is boosted there is increased risk and danger to do damage. If in doubt take it to a competent shop for in person tuning. Unfortunately I don't know anyone out in your direction. If I had to make a suggestion for a remote tuner, I would say to reaching out to GHuggins (on the HPT forum), his contact info is in his sig line. Great guy and tuner.
Very Interesting. I'm just purchased my first HP tuners setup and I am anxious to learn how to tune. Do you do any custom tunning? I have a Gen3 5.3 LM7.
Hi Anthony! No I am not a professional tuner and I do not do any remote tuning. I just don't have the time to handle that along with my day job and family and my own car. I do sometimes take on some mentoring, usually around how to use the tools that I developed. To go along with this video on tuning with Dynamic Air, I created a tool for Virtual Volumetric Efficiency (VVE) and a tool for MAF tuning. The VVE tool is complex and that is where most of my mentoring goes, however, that is really Gen 4 and Gen 5 ECM specific, so that is not something you need to worry about. There are many good places to learn how to tune out there. I went the route of learning as much as I could through the normal free stuff (youtube, facebook, forums, google, etc) and when I felt like my learning stalled out and I couldn't find out the deeper level info, I paid for some online training. This worked for me since I spent the early stages learning how to use the scanner and editor and how they worked together and setting up charts and graphs. So when it came time to take the training I was not confused and was able to follow along and understand at every step. I wish you well on your journey!
Thanks for taking time out to share that info with me. You seem very knowledgeable and willing to go into depth. Can you share the paid online courses you took. Thanks again. @@SilverSurfer77
@@adwinstead I went with Evans Performance Academy. I cannot personally comment on how they stack up against other online training offerings, as this is the one course I have paid for and taken, however, I am happy with it the purchase and would do it again if I had to do it over. From what other folks have reported, Evans does rank up there at the top of the list among all the other courses. Learning to tune correctly is expensive, but it is critical, necessary, and worth it. This is an investment that you do not want to skimp on. I appreciate the support! Good luck with your future endeavors!
Unfortunately I do not have experience on Gen3 stuff so I am not 100% sure how Dynamic Air is implemented on those ECM's. I would suggest trying this method and comparing the results side by side with the traditional methods to see how it stacks up. Also...if you do that, please be sure to report back your findings!
Can I leave it in MAF Only an be able to tune the VVE at the same time? Or do i have to change the dynamic settings back to stock? Disable 4000 rpm, Renable 3900 rpm. I have another GMVE graph that I use to tune the VVE at the same time when in MAF Only mode. I compared it to Smokeshow's GMVE and your VVE maths. On Close Loop its real close but on Open Loop. With your VVE its shows I'm way lean and on Smokeshow's GMVE shows fairly close to mine. I'm applying the same filters on all graphs.
There is no true MAF only mode. You leave both MAF and VVE enabled and tune both at the same time as normal without regard to the enable/disable setpoint. That is the beauty of using dynamic air. Same rules apply to disable ltft, cot, despot, etc and use a slow throttle input. I lost faith in the GMVE method and don't trust it at all anymore.
@@SilverSurfer77 true true. The Gen 4 and 5 still revert back to the VVE for airflow and torque calculations. So thats why its important to dial both MAF and VVE on those ECUs. Thanks for the great informations and tools.
I'm a little confused - are you suggesting that even if you set your Dynamic Airflow > High RPM Disable to a value below engine operating speed (like 200rpm) that the VVE will still be referenced? My approach to tuning the MAF calibration has always been to set that High RPM Disable to a point below engine operating speed to force the PCM to use ONLY the MAF input for fueling, and then tune off fuel trims or WBO2 error. If I'm not tuning the VVE, that's how I leave it for pure MAF operation. If I choose to tune the VVE, I then set that High RPM Disable to a value above engine operating maximum (like 8100rpm) and fail the MAF so that the PCM is forced to use ONLY the VVE table. I would agree that having both a dialed in MAF and VVE table is optimal so that you can use Dynamic Air. Transients are definitely improved with a good VVE table and Dynamic Air in place rather than pure MAF, especially if the VVE is substantially altered from stock (ie. more aggressive camshaft). On the other hand, a patched OS for a more traditional pure speed density tune is nice too, and definitely will smooth out a big cam with lot of reversion and unstable air that gets the MAF upset.
What I am saying is, there are several operating modes you need to be concerned with: 1) Low RPM: this is where there is a lot of reversion AND where you are going to experience drivability issues due to reversion and the MAF no suited to deal with it. Best bet is to move the high/low RPM disable point higher up to 2-3k RPMs. 2) Steady state/WOT throttle: this is mainly all MAF input 3) Transient throttle: this is all VVE (regardless of where you set your high/low RPM disable point). In general the high/low RPM disable point is a suggestion to the ECM. There is no way to disable the MAF or VVE by using the high/low RPM disable point. You can fail the MAF, going into speed density, but there is no way to fail VVE. I suppose you could unplug the MAP sensor, but I think that would cause a lot more issues. The "MAF only tune" is done by tuners who won't/can't tune VVE and are covering their tracks with the MAF. By using this Dynamic Air method, you do NOT need to go into speed density to tune VVE, nor do you need to alter the high/low RPM disable point. You can tune both at the same time without regard to anything else. And then, once you have the log, watch these videos and use the software I developed to assist with both VVE and MAF tuning. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-_Eiyy460C_k.html ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-ccF7pv1B-Xg.html
@@SilverSurfer77 I follow the concept to tuning both - and I agree that it's the most proper, most effective way. I for sure agree on biasing away from the MAF when you have unstable air at low throttle opening and engine speeds with a big cam. I follow the purpose and use of both. I wouldn't find it completely surprising that the VVE still matters when you're over the High Rpm Disable point knowing the way HPT and the ECM both tend to state things and behave, it's just that I've never heard before. I've heard the opposite repeated many times, only the MAF matters once you clear the High RPM Disable threshold. I've done tunes both way, "MAF only", and blended, and I've never found the MAF only tunes to be doing something weird with the fueling that made me think there is another source being referenced. The VVE isn't hard, it's just a bit more time consuming when done separately. I follow the method to get both at once, I just haven't used it (yet) :) I can also admit that I've never tried to disprove that the VVE isn't disabled once over the rpm threshold. How did you conclude that the VVE is always referenced? I'm not trying to argue, just interested in how you came to that conclusion.
@@andrewcammer2535 great questions! You can log MAF, VVE, and Dynamic Air and compare all three. You will see that they all show different things (usually). Sometimes Dynamic Air will mirror MAF and sometimes it will mirror VVE, sometimes it does it's own thing. But if we stick with everyones' traditional view...Dynamic Air should either mirror 100% MAF or 100% VVE...it should never do it's own thing. Yet when you look at the logs, we see Dynamic Air making its own decisions from time to time. I have also intentionally made my MAF lean in a certain Hz range and VVE intentionally rich in a few zones and drove around and watched how dynamic air can switch between the two. I also believe the ECM has a some limits (we cannot see in HPT) dealing with upper/lower error bounds that places rules around when MAF/VVE suggestions seem sketchy...I saw this in my log when at steady throttle Dynamic Air jumped from MAF to VVE instantly. And interest thread came up this weak about this on the HPT forum. User "verlon" has reversed engineered the E38 and examined the source code (as he explained on a different thread than this one)...but bottom line, his review of the code showed that at WOT the ECM seems to cap the VVE input at 10% (or 1.1). forum.hptuners.com/showthread.php?104843-WOT-Corrections&p=739243&viewfull=1#post739243
You can tune both at the same time. No need to fail the MAF. Same rules apply though, drive with slow steady throttle and use the filters in the scanner to eliminate transients.
When you are logging these histograms are you putting it into speed density or MAF only when you’re logging them? Or you’re logging both at the same time?
Sorry for not being clear the video...this is absolutely made to do both MAF and VVE at the same time. That is the whole point of this. Dynamic Air represents the computer blending and switching between MAF and VVE inputs. If you take away one of those inputs (MAF) and go into SD, then there is only one input (VVE) and dynamic air = VVE. Just to be clear, going into SD is going to be the most accurate method to dial in VVE, but this is a very close second place IMHO.
@@SilverSurfer77 gotcha. That makes a ton of sense and that makes it much easier to do both at once. And you recommend using long term+short term fuel trims for that? And then I assume WOT would have to be the standard way?
@@ChaseChristensen8 I have gone back and forth on the LTFT's. I would say logic dictates that if you reset LTFT each time, then no harm. However, I think disabling them (at least initially when the system has the greatest potential for large errors) would be best to eliminate another variable.
I believe the Google drive has the AFR style formulas. Regardless of fuel source, you really need to step up to lambda. And really it shouldn't matter...log it and let the formulas do the work.
I am new to the tuning world - I have watched your series of videos but what I am failing to understand is the following 1. MAF CL vs MAF PE: do I have to choose which one I apply to my MAF table? I have a WB sensor so I am assuming I need to use the MAF PE is that right? 2. Using the filters you provide what do I really need to disable in my tune file? Just DFCO and COT? Apologies for the rookie questions- if there is something else I should watch let me know please.
You will want to disable the following items (some might not apply to your situation): DFCO CFCO COT DOD LTFT Desoot Mode You will want to modify BOTH MAF CL and VVE CL. You will also want to modify both MAF PE and VVE PE as well. Make sure to watch videos on VVE and MAF (see below). You want both MAF and VVE to be 100% in synch, so that whenever the ECM looks to one or the other, or average them together in any situation, they agree. Otherwise, if it jumps from MAF to VVE and there is a big disagreement, the engine will become excessively rich or lean. I have created some software to assist you in your journey. ------------------------------------------------ VVE Assistant: Uses formulas and filters from this DynAir video ------------------------------------------------ 1) General mastery of VVE Assistant ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-_Eiyy460C_k.html 2) Updates for VVE Assistant v1.5 ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-nnA1rA5QQ7A.html 3) FAQ and problems I get contacted about all the time regarding the VVE Assistant ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-Qh_dGttZiZw.html 4) Sneak Peek at what is coming for VVE Assistant 2.0 ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-OCPeJ1KDV9Y.html ------------------------------------------------ ------------------------------------------------ MAF Assistant: Uses formulas and filters from this DynAir video ------------------------------------------------ 5) General mastery of MAF Assistant ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-ccF7pv1B-Xg.html ------------------------------------------------ ------------------------------------------------ Bonus: ------------------------------------------------ If you like tools, be sure to use the EOIT tool as well. This does NOT use any of the DynAir mentioned above, but just something to tuck away in your toolbox. 6) My thoughts on all things injection timing ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-Td6oC9CIUas.html 7) How to use/download the EOIT Assistant tool ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-4AHS5a3lqkQ.html ------------------------------------------------
Thank you for the response! I understand better that PE is the performance enrichment part that we are trying to isolate out. I will move my discussion on the HPtuners forum-thread
Hey bro. First, great content on the HP tuners. I have a V2 CTS and tried to tune using your VVE tool. I have an issue with trying to get the zones established. I've always had it even without the VVE tool. The error says something like "zones 17, 19, 29 are not supported by the data provided. This is odd when I made my histograms from my VVE tables. Any idea on this?
Yes this is happening since you are boosted and the default VVE Editor in HPT is only for N/A 1 bar setups. Click the kpa axis and you can select a default for 2 bar. This will reveal all the hidden zones and away you go! Note you can also edit the RPM axis too. Also both of these axis' are completely editable to whatever values you want. HPT just provides a few default starting points depending on 1,2,3 bar and shift points. Good luck.
@SilverSurfer77 Awesome it worked!!!! I could copy the axis and paste in your tool. I only tried the Pressure Axis and did not do the RPM. I watched your videos to create the fX math for the MAF and VVE parameters. Next question, I looked in your Google drive for the filters for the Histo Tables. Are they located in the folder?
@@baybiboy1 glad it is working. I updated the link (check the description for the new one), but the old link just went to parent folder. Either way should all be set now.
Maybe i should mention the build of the car. V2: Heads, Cam, Kong X, DDP intake, Headers, ID 1050, upgraded Dual Fuel pumps, Flex Sensor. Tuning the car has been a challenge, but your videos has gotten me up and running. Got the link with the (fX) math filters. I had those math filters by watching and pausing your videos😊. The filters I was looking for was the ones you have for the Histogram tables that filter the TRQ management you mentioned if you have those? If I don't need them, I will not use them. By the way I donated, maybe you can buy a coffee or beer lol! Cheers
@@baybiboy1 oh man you did it the hard way! Check the video description for the google drive link. There is a file in there called "Formulas and Math for Tuning with Dynamic Air.txt" and it has the filters you can copy and paste! Either way sounds like a sick build! Glad you found my videos helpful! Definitely gonna grab a beer this Father's Day weekend! Thanks again!
@kennethpemberton5386 some would argue that you should disable ltft . It might be a good idea if you've made a bunch of changes, especially at the beginning of a tune when maf and vve are really of of spec. From my experience on my Gen4 you can leave it enabled so long as you use the scanner to reset ltft after each retune and flash. I used to be a fan of leaving ltft enabled, but I'm leaning toward leaving them disabled all the time now. This might be a good idea to test and make a dedicated video about the topic in the future.
I've used the user math and my MAF CL table keeps showing 15+%! But the dynamic and MAF number is really close relatively. Care to look at the log and tune? This is on my CTSV.
Sure you can email me both the tune and log. Have you watched and used the VVE and MAF tool/calculators I wrote? This video kinda sets up that idea, then those tools apply it in practice.
@@SilverSurfer77 ok awesome man. I'll send it later on via hpt forum. Im about to dive into those. I was lost on which was the first chapter/step in this process.
@@lsxjunkieOK I will check out the files, but in general... 1) watch this video first (done) Then watch these two on VVE tool in this order: 2) ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-_Eiyy460C_k.html 3) ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-nnA1rA5QQ7A.html Then finally watch this video on MAF tool: 4) ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-ccF7pv1B-Xg.html
This actually is super easy to tune MAF and VVE at the same time. Copy paste custom math and drive around on your normal tune. This is not complicated. Flashing in a speed density or OL tune every time you want to tune air is more complex. And then you are still stuck in the old ways of trying to detangle MAF and VVE fuel trims.
