Yes it can be run that way and run well and I have proven that in plenty of cars and trucks and so have many other guys. Even if he is still going to use the VE in his fueling calculations at least disable the VE for the time being so you can tune the entire MAF table the right way.

 

Basically if you are going to use the VE and MAF, fail the MAF tune the entire VE table and then after that is done then disable VE so the entire MAF table can be tuned and then turn VE back on.


I am not trying to be a ******** but was just simply sharing some tuning knowledge with some people but I will not be doing so anymore on here so you gentleman have a good night.

 

Man you don't have to get offended when someone does something different. If you look at your approach and the one i suggest it does the exact same thing.

You isolate one table and tune it one at a time. The approach i recommend isolates one table, tunes it correctly then adds another table. The first table won't affect the second one in my case because it was previously tuned so it won't affect the BENs being applied to the second table and so forth...

That is what this forum is all about getting ideas, learning from others, etc... No everyone is going to agree...

The only thing i did not agree with is disabling the VE table permanently and running a pure MAF tune, but that is just my opinion... If you don't wish to post here anymore than that is ok, but the information you have or opinions are value added, whether everyone agrees with you or not.

 

KLUGG'S you need to calm yourself down dude. No need to get super defensive over someone else's opinion. I agree with tuning the maf the "the right way", but like v.e tuning there are a frew different ways to approach it.

I would not however, suggest to anyone to ditch the v.e or maf unless they plain on keeping an eye on the tuning all the time.

 

Tuning VE is great for throttle response and fueling transitions... as I said, above 3500rpm, you won't really be needing much throttle response or transitions as you'll be as WOT.

I do agree on tuning the VE at lower loads just to make daily drivability much better and you will also have a fail safe if anything goes wrong with the MAF.... plus tuning VE at light loads is a lot easier and fine tuning the MAF at WOT is probably the best way to get this problem dealt with..

to each their own..

 

Two things I have learned over the last few years is there is "more than one way to skin a cat" (for you Dusty) and not to take a difference of opinion as an attack.

 

Well, here is my $0.02 on the MAF vs Ve thing.

I isolate the Ve table and tune that. I am not going to go into a long winded how-to on that as there are more than enough examples posted however I will say that I use a wideband - % error method and tune it to 6K or better. Once I have the Ve table to where I like it, I ISOLATE the MAF table (by setting the "High RPM Disable" to below the idle range of the vehicle - or 0) and tune the MAF table separate as Klug's SS stated. Why do I do that?, well the Ve table is impacted by ambient temperature, elevation, humidity etc. which makes for a variable that I do not wish to "build" into my MAF tuning.

Once I have the MAF table in line, I am now confident that my air mass model for my truck is correct for both the MAF and the Ve (even though the Ve model will fluctuate due to weather conditions). I set the "High RPM Disable" to 3000 (one thousand RPM's less than stock) and disable my LTFT's PERMINATELY. This is how I run my truck and I am sure others will have their own way. I am now beginning to experiment with a MAF only tune and so far it is pretty good!

As for running a MAF only tune, I feel for the vast majority of us it is not a bad idea. GM put millions $$ into the development and use of the MAF in their vehicles. There is a reason it is there...because it is accurate and compensates for weather conditions...and does that very well. The MAF has received a bad rep IMHO and for no good apparent reason other than maxing out the table (FI guys) or for the fear of it failing...which is a VERY rare bird compared to the amount of vehicles on the road today.

With the MAF sensor so far away from our motor (on the trucks) a large cam can even work well with a MAF only tune as the intake track acts as a buffer to smooth out the airflow. I would think that on like a vette (with the short MAF to manifold path) a MAF only tune may be a little challenging on a big cammed motor. I have no experience in this arena.