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However, if using a wideband, then search the title of this thread in google and browse through the HP Tuners post smokeshow made and there are people who change it up for the wideband.
Thanks man that will help. I try to get some help with the wideband for WOT tuning.
I'm getting ready to tweak my tune once it get the LT2 intake in and LT5 throttle body. So I figured this was a good time to learn this way. I got to admit it's alittle over my head LOL.
I read that about the highlighted red stuff. This was off of my work computer so I wasn't hooked up to the truck. I'll get it fixed once I plug in.
@smokeshow Currently, I have part throttle cam retard zeroed out and it gives great throttle response but it also introduces quite a bit of KR. I'm debating just going back to the stock VVT settings but I'm curious how that affects tuning the VVE table? Seems like that introduces a ton of variables. Would it be best to get it dialed in as best I can, THEN switch back to stock VVT settings? I am aware that adjustments to the base '0' degree table changes the coefficients for each cam degree after that.
@smokeshow Currently, I have part throttle cam retard zeroed out and it gives great throttle response but it also introduces quite a bit of KR. I'm debating just going back to the stock VVT settings but I'm curious how that affects tuning the VVE table? Seems like that introduces a ton of variables. Would it be best to get it dialed in as best I can, THEN switch back to stock VVT settings? I am aware that adjustments to the base '0' degree table changes the coefficients for each cam degree after that.
Technically, if you've calibrated VVE fueling for various cam angles, your fueling should stay accurate within any commanded cam angle range that you calibrated for.
The tip-in KR is a bit trickier...couldn't tell you really anything without seeing data. Could be that it's more sensitive to burst knock without the part throttle cam retard, could be the increased DCR not playing nicely with your injection timing, could be a healthy scavenging effect clearing the chamber of residual exhaust and simply making too much cylinder pressure too quickly with the base spark you're running, etc. No idea whether or not its related to fueling, really. Post the data and we can see if it is a different issue that belongs in a new thread.
How are the positive and negative numbers interpreted? I’d assume positive numbers mean you need more fuel and negative numbers mean you need to pull some out?
With the amount of messages I get about this, I realize I should have explained a bit more about setting up the histograms lol. However this procedure assumes you're comfortable with the tools in the scanner though. The MAF part is the one that stays simple - just fuel trims based on your MAF, which as long as you are steady state in gathering your data will be the same as VVE disabled. It's the GMVE error calculation that's the difficult bit. It is calculating another 'fuel trim' that assumes the MAF + STFT is the accurate reference. Keep in mind, you can include LTFTs if you want...nothing about this procedure requires excluding them. I just don't use them because my own vehicles rarely have few enough mods to have them enabled. Hopefully the pics help..
I think I have most of this configured, but am wondering if the MAF STFT > Filter > [50121]>14.6 is needed and what purpose does it serve? Thank you for putting this info together, it will help so many enjoy driving and not focus on disable, enable and tune, we can just log and adjust as needed.
01-22-2021, 01:15 PM
