what happens if you command 20? will you get 27? if so just say eff it and scale your table down and see if your output works out cuz in the grand scheme of things, it doesnt matter what it says it SHOULD do, it maatters what it does

 

Well you want to get what you command. VE table does work at WOT if your MAF is turned off, I would tune that in so that if your MAF fails, you know your A/F will still be dead on. Also, at part throttle and unsteady state throttle transitions, your VE table is slightly blended with the MAF reading. So in order to have a true MAF calibration, you will need your VE table to be dialed in properly with a wideband.

Chris

 

I forgot your setup...sig say 12 second...is that all motor? No FI right? SO you aren't going past 105kpa? If this is the case, turn the maf off and tune the ve table. EFI website has great how-to's on this if you don't have auto tune feature. Then tune the crap out of that maf. You have a wideband? Tuning these tables is 1000 times easy with one...again if you don't have auto tune. Make that 1 million times easier with a WB.

Read the stickies in this section, great info on how it all works. It's more complicated, but...in short, at WOT your pcm is trying to reach pe via your maf calculations. The ve table is hardly used at WOT. Think of them as a ratio. As you slow down or speed up throttle transition the ratio changes. But be assured, if your maf is plugged in and hasn't been turned off(failed) it has a big role in fueling. If the maf fails, the pcm will go into SD(Speed Density) and rely completely on the VE table.

If you do put her into SD to tune the ve table follow the stickies closely and don't go into pe while in this situation.

 

I've been thinking of just tuning the ve table but it's so damn complicating and I don't have patience for it. I've been having tuning issues with this thing since I put it in. I just want it to be done. I don't understand why most other people can just put the 6.0 in and it runs like crazy and I have all this trouble. I'm gonna get it, it'll just take time....

 

I probably could do that but I'd rather it do what I command it to.

 

Unplug the MAF and tune the VE table. Spend lots of time at the idle areas, that's the KEY to making a big cam idle good. If you are tuning the VE table with the MAF plugged in, you're wasting your time.

0 out the PE spark multiplier table. That will fix your commanded vs actual timing in PE mode.

PE mode = WOT just in case you didn't know.

 

I don't know how to explain it accuratly, but the VE table is the basis for ALLLL fueling. I don't know the logic behind it or how it comes to that, but thats the case. If you spend the time to make the VE table right, all else will fall in place a lot easier. You will also have improved mileage and drivability. Throttle response will be a lot more crisp than before also.

 

To answer your inital question, mine is far from stock.

Looking at a stock table in a 3d format, mine was similar after loads of tuning and smoothing, but the most notable differences were the idle area was way lower than stock and the high spot on the table was moved a lot higher than a stock table. If you think about it, that all is linked by the cam and the engines airflow. The cam was chocking out at idle, thus the way low spot, and needed the fuel at it's peak, thus the higher rpm'd high spot.

I guess my previous statement was incorrect to it being the base to all fueling. It's actually a definition to the airflow characteristics of the engine, which directly affects the fueling.

 

At heavy throttle (not only WOT), the system will go into PE mode, wherein it will jump to open loop (ignoring O2 feedback) and command a richer fuel mixture than stoich as defined by your PE multiplier. The PE multiplier will take the airflow measurement, whether it is a calculation based on VE and MAF (in stock form, this occurs below 4000rpms), or just a straight airflow reading from the MAF (stock form, this occurs above 4000rpms). Trims only come into play here to increase fueling when a consistent lean condition occurs during closed loop or in some situations when the MAF reading is considerably leaner than the corresponding map calculation.

 

For the most part, the MAF sensor is the primary load sensor. VE comes into play largely under throttle transitions and lower airflow situations, but is nearly ignored at steady throttle. If that was not the case, forced induction systems would not work well at all without a 2 bar upgrade...