If you can scan your LTFTs and STFTs you are set -- you'd just need to convert the raw VE numbers in to VE%, make the adjustment and then convert back to raw VE numbers.

SD tuning is really pretty easy -- it isolates the VE so when you adjust it, you see the effect and only the effect of the VE. Here is a thread on silveradoss.com where I outlined the steps for SD tuning using HPT. It should be farely similar for edit, with the exception of the conversion steps. It was also pre HPT 1.6 so it has the math steps you need to do as well.

I woulda put the link up earlier but was fighting fires and killing work demons with a fork

 

maybe one day I will be able to speak greek

 

Deezel needs to be in on this.

 

I tried it again last night, I unplugged the maf, the vehicle would not run at all I got a ses light & reduced engine power. So I went into edit & changed all my coolant temp tables so that the -40 degrees had no bearing on timing or fuel adjustment, still would not run. I noticed after logging last night with the maf plugged in that my expected flow tables are way out of range. So I tried to adjust the tables based off my log last night, I just figured out that edit has a button that will allow me to transfer to a spread sheet after readjusting the maf rates it still isn't right.

The problem I now have is that the ve tune is so off that it will not stay running at idle long enough for me to log

there is one more thing that has me thrown off, using the same map & rpm range on several different logs I noticed th ft's were -10 on one run & -3 on another.......

any suggestions...........

one thing I will say though is that off idle the truck is crazy strong, it felt like a different truck. But I know it is not 100% being that I made the adjustments based off inccorrect maf rates....

 

Did you get this: (from the PCM section) "Step by step SD Tuning"

Step by Step for SD tuning:

1: Unplug MAF (Replace with strait bellows if you do not have intentions of ever using a MAF again ie. always speed density.)
2: Disable the SES lights for MAF codes P0101, P0102, P0103 (No check engine light.) Do not completely disable the codes or the PCM will not fall into SD mode. Only turn off the SES light, DO NOT DISABLE THE CODES THEMSELVES!
3: Change all points to 1.13 in the Open Loop F/A vs ECT vs MAP table (commands AFR of 13.0)
4: Change all points in the Closed Loop Enable Coolant Temp vs IAT table to 250* (Disables closed loop)
5: Copy High Octane table to the Low Octane Table (computer reverts to low octane table when MAF is unplugged, this assure optimal timing)
6: Change all points in the Power Enrich Fuel Multiplier vs RPM table to 1.0 (disables PE mode)
7: Use your wideband and HPT histogram to verify AFR of 13.0
8: Make adjustments to the VE table accordingly to dial in a 13.0 AFR (a lot of driving or dyno time)
a. you will need to add to VE to correct for a lean condition.
b. you can subtract from the VE values to correct for a rich condition.
9: Hand smooth VE as described by Magnus (a smooth VE results in crisper throttle response)
10: Change all points in Open Loop F/A vs ECT vs MAP table back to stock (re-enable stoich commanded AFR)
11: Change all points in the Closed Loop Enable Coolant Temp vs IAT table back to stock (re-enables closed loop operation and fuel trim leaning)
12: Change all points in the Power Enrich Fuel Mulitiplier vs RPM table back to stock (re-enables PE mode)
13: Use wideband and PE table to dial in desired WOT AFR. (optimum HP at WOT)


14: From here you can now plug you MAF back in (you might not want to since it will be running so good) and you can begin to modify your MAF table to get your trims back in line with what you were seeing while in SD...(More on this later.)