MAF tuning vs SD
FWIW, I wouldn't buy all of Greg Banish's stock. Yeah, he tunes cars and writes books. He also dyno tuned my heads cam and intake LT1 and made a whopping 235 RWHP and sent me on my way, and told me "I can't figure it out, but everything seems to be good". I fixed his screw up and made another 120 at the wheels. Then because of his shotty install skills he nicked a cam bearing during the install and destroyed my LT1. Then he told me to "F" off when I asked if he would do anything for me after it was confirmed he grenaded my motor. Detroit Speed Works (the shop he was running at the time) closed shortly after as he had screwed up many more cars than mine.
FWIW, I wouldn't buy all of Greg Banish's stock. Yeah, he tunes cars and writes books. He also dyno tuned my heads cam and intake LT1 and made a whopping 235 RWHP and sent me on my way, and told me "I can't figure it out, but everything seems to be good". I fixed his screw up and made another 120 at the wheels. Then because of his shotty install skills he nicked a cam bearing during the install and destroyed my LT1. Then he told me to "F" off when I asked if he would do anything for me after it was confirmed he grenaded my motor. Detroit Speed Works (the shop he was running at the time) closed shortly after as he had screwed up many more cars than mine.
When running with MAF, the VE table is used during throttle/airflow transients upto to the dynamic air threshold, and also to sanity check the MAF.
VE is not a fueling table... VE is a cylinder airmass table, it provides cylinder airmass at the operating point (RPMxMAP)... fueling is then calculated on top of this (same with MAF, cylinder airmass is calculated from it)... separating this out allows for a better understanding of how fueling functions...
PE is a fueling table... PE does not add fuel on top of VE or MAF... if active, PE specifies the desired/commanded fueling (if its operating point/cell is the richest of the currently active fueling tables) indendently of VE or MAF... (and, if CL was present, the last/learnt positive LTFT is added on top of PE fueling).
VE is not a fueling table... VE is a cylinder airmass table, it provides cylinder airmass at the operating point (RPMxMAP)... fueling is then calculated on top of this (same with MAF, cylinder airmass is calculated from it)... separating this out allows for a better understanding of how fueling functions...
PE is a fueling table... PE does not add fuel on top of VE or MAF... if active, PE specifies the desired/commanded fueling (if its operating point/cell is the richest of the currently active fueling tables) indendently of VE or MAF... (and, if CL was present, the last/learnt positive LTFT is added on top of PE fueling).
Glad to see you're still around, man... Wonder if I should tell them about my MAF only tunes? That's right, everyone else....I looked my VE table square in the eye and said, "F**k you, man! F**k you!!"
Even worse, I'm running 450+rwhp to the tire on a h/c car using the stock MAF curve and have near-stock drive-ability. Oh the wrenches I could throw... What's goin on Joe! I poke my head back in only to find that not a whole lot has changed. Glad to see you're still around, man... Wonder if I should tell them about my MAF only tunes?
That's right, everyone else....I looked my VE table square in the eye and said, "F**k you, man! F**k you!!" Even worse, I'm running 450+rwhp to the tire on a h/c car using the stock MAF curve and have near-stock drive-ability. Oh the wrenches I could throw...
Glad to see you're still around, man... Wonder if I should tell them about my MAF only tunes? That's right, everyone else....I looked my VE table square in the eye and said, "F**k you, man! F**k you!!"
Even worse, I'm running 450+rwhp to the tire on a h/c car using the stock MAF curve and have near-stock drive-ability. Oh the wrenches I could throw... I did the whole "the MAF is a meter that will measure air flow so I'm not changing it's settings since I didn't change the meter" thing (still have my honeycomb screen), found a linear set of values that worked for my injectors in the IFR (along with the right offset and minimum thresholds), and managed to get my commanded and actual AFRs where they're supposed to be. The net result was a tune that I couldn't have set up in lower RPMs with the use of a WBO2 because of the 18* of overlap in my cam that was letting fresh O2 into my exhaust system AND a less stressful tuner (me) because there's only a hand full of cells in the IFR table vs. the 100's of cells in the MAF/VE tables.
LS1 Tech Stories
The Best V8 Stories One Small Block at Time
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Pouria Savadkouei
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Verdad Gallardo
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Pouria Savadkouei
Top 10 Most Powerful Chevy Trucks Ever Made!
Hennessey's New Supercharged Silverado ZR2 Has 700 HP
Verdad Gallardo
Coachbuilt N2A Anteros Is an LS2-Powered C6 Corvette In Italian Clothes
Verdad Gallardo
Awesome K5 Blazer Restomod Comes With C7 Corvette Power
Verdad Gallardo
10 Camaros You Should Never Buy
10 LS Engine Myths That Refuse to Die
Verdad Gallardo
TECH Senior Member
Joined: Apr 2002
Posts: 6,080
Likes: 17
From: So.Cal.
To the OP:
the point about scaling is that now the g/cyl (cylinder airmass) is going to be different, this is what references into the spark table (the axis, either horizontal or vertical depending of software being used), so unless you shift the spark table you will see the wrong spark timing
(if airmass is now 0.50 g where it was previously 1.00 g, this references a different column or row in the spark table)
that was my simple point, and somehow it got lost.
the point about scaling is that now the g/cyl (cylinder airmass) is going to be different, this is what references into the spark table (the axis, either horizontal or vertical depending of software being used), so unless you shift the spark table you will see the wrong spark timing
(if airmass is now 0.50 g where it was previously 1.00 g, this references a different column or row in the spark table)
that was my simple point, and somehow it got lost.
I did the whole "the MAF is a meter that will measure air flow so I'm not changing it's settings since I didn't change the meter" thing (still have my honeycomb screen), found a linear set of values that worked for my injectors in the IFR (along with the right offset and minimum thresholds), and managed to get my commanded and actual AFRs where they're supposed to be. The net result was a tune that I couldn't have set up in lower RPMs with the use of a WBO2 because of the 18* of overlap in my cam that was letting fresh O2 into my exhaust system AND a less stressful tuner (me) because there's only a hand full of cells in the IFR table vs. the 100's of cells in the MAF/VE tables.
