Ihave dialed in my maf and have got my long and short term fuel trims in line +/- 3%. wide open throttle is 12.4 on wide band. Do I still need to tune the primary ve table? I thought this table was only used if maf fails?

 

The VE table is used for fueling estimation at many various situations. You don't "need" to tune the VE table, but in doing so most people feel that it helps stabilize the fueling especially in transitions and should help avoid lean spikes.

On another note you said you have fuel trims in the +/- 3% range. What you really want is to keep it in the 0 to -3% range. Anytime the trims are going positive there is more of a chance for a lean condition since the pcm is having to decide to add fuel and may undershoot the mark. While this is probably a small thing I just thought I should point it out.

Is this tune for the truck in your sig? If so, I think you want to tune WOT to be a little more on the rich side for FI. Somewhere around 11.5 sounds better to me, but I don't have any experience tuning for a supercharger so someone please correct me if I'm wrong.

 

I was told that 12.5 was good. I don't know for sure though. maybe I can get some other responses. I can rescale maf up 3% to get the negative numbers if that is better. I wnat to learn more about the ve table though because after I get a better handle on tuning I want to go 2-bar speed density.

 

12.5 is about right for NA but I think you will want it richer for FI.

Here are some links of info for you. Just incase you haven't seen some of them.
https://www.performancetrucks.net/fo...d.php?t=346549

There's some good info here.
http://www.hptuners.com/forum/showthread.php?t=3833

and here too!
http://www.hptuners.com/forum/showthread.php?t=4742

 

IMO tuning the VE table should be first, then MAF, the PE!!! From what I have read VE+MAF is the basis of your air flow calculation from 0 - 4000rpm, >4000rpm your maf controls the airflow calculation...

So with that said this is what I did.

1. Tune VE in Open Loop Speed density tuning 0-4000rpm and 0-90kpa and TPS< 98%. PE disabled.
2. Tune VE in Open Loop Speed density tuning 0-6000rpm and 90-105kpa and TPS > 98%, PE enabled.
3. Log Dynair vs MAF Freq. 0-6000rpm to get the initial table values for the MAF Table. Get a good amount of data and paste into the MAF Table.
4. Next tune MAF using Open Loop MAF (restore stock MAF fail values and lower your air flow threshold RPM to 400rpm) tuning from 0-6000 and dynair >10 and TPS < 98%(to eliminate wierd lean conditions), I like using the WB BEN corrections. If using BEN corrections only use 50% so that you don't over shoot.
5. Put back in Closed Loop, drive a little bit and check your STFT and LTFT...

 

I agree this would be the best approach. Adding a supercharger is a significant enough change that the VE table should be tuned. I think I was kind of neglecting the supercharger in the equation when I started my first post. If it was only a bolt on truck then the VE tuning, while still beneficial, could be more of an option than a necessity.