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PCM Tuning Process Flow 1.

DISABLE ALL TORQUE MANAGEMENT – This will eliminate all torque management
within the PCM. Ignore this step for a standard transmission (M6) and continue to step 2. A. Open the VCM Editor>Edit>Transmission>Torque Management B. Set Abuse Mode Enable = False C. Set Abuse Mode RPM, Abuse Mode TPS and Abuse Mode Speed = 0 D. Select>Abuse Mode Torque Reduction vs. RPM. Set all values = 0

A. In the VCM Editor>Edit>Engine Diagnostics>General>MAF Sensor Fail Frequency = 0. This will set a P0103 code and turn on the SES light. Ensure that the P0103 DTC is enabled and you are seeing P0103 in the DTC list. Don’t worry about the DTC at this time. B. In the VCM Editor>Edit>Engine>Spark Advance>Main Spark vs. Airflow vs. RPM Open Throttle/Moving. Copy the High Octane table to the Low Octane table. The computer reverts to the low octane table when a MAF failure is indicated, this will assure optimal timing. C. Start the VCM scanner>Histogram display. File>Connect. Then Tools>VCM Controls>Fuel & Spark>Fuel Trim Learn>Reset Fuel Trims. D. Changes to the LTFT’s do not take effect immediately – the PCM requires about 50 minutes or roughly 100 miles to allow for the PCM to relearn the fuel curve. Try not to enter PE mode while driving and logging for this procedure. Log about 30 minutes of driving at many different speeds and conditions. Try to hit as many cells in the histogram as possible. Stop logging and save the log. Do NOT turn off the engine until the log is saved or it will be lost. Go to VCM Scanner>Histogram display>LTFT's. Open the VCM Editor>Edit>Engine>Airflow>Main VE and select Primary VE vs. RPM vs. MAP. E. The goal is to get ALL LTFT’s between -5 and +5. Positive LTFT's indicate fuel is being added because of a lean condition. Richen this cell by increasing the VE table value by the amount of the LTFT value. The operation is opposite for negative LTFT's. If LTFT = (4), VE cell value is 67, result would be (67)+(4)=71 - increasing the VE, which is adding fuel. If the LTFT was (-4), the result would be (67)+(-4)=63, decreasing VE and thus reducing fuel. To decrease LTFT values, a smaller number or number closer to zero, ADD the difference between the positive LTFT value and zero to the corresponding cell in the VCM Editor>Edit>Engine>Airflow>Main VE>Primary VE vs. RPM vs. MAP table. To increase a LTFT value, a larger number or number farther away from zero, SUBTRACT the difference between the LTFT value and zero and SUBTRACT from

the corresponding cell in the VCM Editor>Edit>Engine>Airflow>Main VE>Primary VE vs. RPM vs. MAP table. For example, In the VCM Scanner>Histogram display, the (.8, 40) cell, 800 RPM's and 40 kPa, is 4. To bring the VCM Scanner>Histogram display>LTFT cell (.8, 4.0) DOWN to 0 from 4 ADD 4 to the (.8, 4.0) cell in the VCM Editor>Edit>Engine>Airflow>Main VE>Primary VE vs. RPM vs. MAP table. If the VCM Scanner>Histogram display>LTFT cell (2.0, 30) is -10, SUBTRACT 10 from the (2000, 30) cell in the VCM Editor>Edit>Engine>Airflow>Main VE>Primary VE vs. RPM vs. MAP table to bring it UP to 0. This will not work out exactly but will be VERY CLOSE. F. Repeat steps D-F until ALL values in the VCM Scanner>Histogram display>LTFT are between -5 and +5. Try to complete this on the same day for best results as LTFT values can vary +-4% per day. G. Once all values are between -5 and +5, look at the VCM Editor>Edit>Engine>Airflow>Main VE>Primary VE vs. RPM vs. MAP>3D Surface graph. If the 3D Surface graph looks choppy, click on polynomial smoothing ONCE. This will smooth out the table values and provide a crisper throttle response. The table can also be hand smoothed using the 3D graph. Look for spikes in the table and increase/decrease the cells around the spike, creating a smooth table. Now rescan, and go back to step E.

3. WOT PE TUNING – Do this only AFTER all LTFT's are -5 to +5. This method uses the
stock narrow band oxygen sensors which are not accurate for this type of tuning. A. Open the VCM scanner, do not worry about resetting the fuel trims they should be learned at this point. If not, it takes roughly 100 miles or 50 minutes of driving to set the LTFT's. B. Open the VCM Scanner>Histogram display and do a nice 0-70 or preferable 0100mph run. Look at knock retard FIRST. If knock retard is present, skip to section 4. If knock retard is not present, continue to the step C. C. Open the VCM Scanner>Histogram display>Air/Fuel tab and look at the 100(kPa) row. Most cars seem to like narrow band oxygen sensor reading between 890mv 900mv. D. For example, at 100(kPa), 3200(RPM) the narrow band oxygen sensors are at 950mv. We want to bring that down to 890mv. Go to the VCM Editor Engine>Fuel>Power Enrich, PE Enrichment>V8 Mult vs. RPM. Make sure Plus and Selected are bubbled in. In this case the narrow band oxygen sensor is reading rich, so bring it down by SUBTRACTING .01. NOTICE THE DECIMAL!!!! VERY IMPORTANT!!! If lean, BELOW 890mv then ADD .01 at a time. This is a small increment but we do not want to hurt the motor.

E. After making the changes, go back to step B and repeat until the oxygen sensors are in the 890mv to 900mv range.

4. ELIMINATING KNOCK RETARD A. In the VCM Scanner>Histogram display>Retard, look for ANY knock retard. For example, cell (4.0, .20) shows 4 degrees of knock retard. This should be 0, so SUBTRACT 4 from the VCM Editor>Edit>Engine>Spark Advance>Main Spark vs. Airflow vs. RPM Open Throttle/Moving>High Octane (4000, .20) cell. Values cannot be less than zero in this table. B. In the VCM Editor>Edit>Engine>Spark Advance>Main Spark vs. Airflow vs. RPM Open Throttle/Moving>High Octane, go to the (4000, .20) cell AND/OR whatever other cells that have knock retard and SUBTRACT the amount of knock retard that is present in the Histogram display from the value that is in the corresponding cell in the VCM Editor>Edit>Engine>Spark Advance>Main Spark vs. Airflow vs. RPM Open Throttle/Moving>High Octane table. Subtract by simply clicking on the Plus selection and in the box type -4 or whatever number you have to subtract by and click commit. C. Scan again and verify NO knock retard is present. If still present, repeat from step A.

5. A4 TRANSMISSION SETTINGS A. Ensure all Torque Management is disabled. If not, see Section 1. B. Open the VCM Editor>Edit>Transmission>A4 Shift Speed. Set WOT Shift Enable %TPS = 90. C. Set WOT Shift Disable %TPS = WOT Shift Enable %TPS-10 or 80 if you used the parameter in step B. D. Look at VCM Editor>Edit>Transmission>WOT Shift RPM vs. Shift. Set these table parameters to the desired WOT shift RPM for each gear. Keep in mind there is a slight delay at the shift point that will cause the engine to exceed these RPM settings. Ensure the VCM Editor>Edit>Engine>Fuel Control>Fuel Cutoff, DFCO>RPM Limits>P/N Cutoff RPM is roughly 500 RPM higher than these settings. We don’t want to hit the rev limiter during the WOT shift. Set Normal, Performance, and Hot tables to the same parameters. E. VCM Editor>Edit>Transmission>WOT Shift Speed vs. Shift--PLEASE PROVIDE ME WITH A GOOD LINK FOR THIS. I KNOW THERE ARE TABLES/CALCULATORS PER GEAR OUT THERE. F. VCM Editor>Edit>Transmission>Shift Speed vs. %TPS vs. Shift = Leave stock parameters. G. Go to VCM Editor>Edit>Transmission>A4 Shift Properties>Desired Shift Time vs. Torque>Normal. I basically guessed here, and could use some input. For the first half of

I decreased to . If you have a shift kit.the torque band. 15-18 idle WOT 02 : . J.9 A/F (non-WOT) PCM will try to maintain 14. Starting about midway. I have a shift kit in my car.800 . I heard you do not want to go below . I then took the middle and started beefing up shifts in increments of 10 then increments of 15. smooth shifts. but what I PERSONALLY did was again take half of the chart and to the left.880-.5 12. WOT it chirps tires from 1-2 and 2-3 shifts nice and hard. 1/2 throttle. I. H. leave max line pressure at 90.900 (Lean) 13. Okay this is kind of weird and I don't understand it.8 or .250 and for last 1/4 I changed to .890 for narrow band sensors . Take this and set to a LOW # like 10. You would never know I had a shift kit or torque converter in my car. Torque vs.7:1 Other Important Values IAC (idle) : 30-50 IAC (load) : <120 Injector Duty Cycle : See the chart below Knock Retard :0 LTFT’s : -5 to +5 MAF Flow : Timing : 26-28 WOT. If you do.880-. The Basics Base (ltrims) WOT (O2's) A/F (WOT) (Rich) IDEAL 0 (Lean) + (Rich) . and setting first half gives me nice smooth shifts.I don't understand. By far right of table I have shift pressure up to 96. you can feel a nice crisp shift.100.500 so you get nice soft. Go to VCM Editor>Edit>Transmission>Base Shift Pressure vs. Upshift/Downshift pressure modifiers . If not you can probably set to 100.890 (Rich) 12. I set shift time to . Gear.3 (Lean) . Now. teach me and I'll update.100 or else you will run into some kind of gear crossing? Please feel free to fill in here. when you drive my car at 0-1/4 throttle it is SMOOTH.

A4 18 : Idle Engine warm?.Injector Duty Cycle Chart . 21 Idle 17-20 Part Throttle 6-14 WOT 15. 10% RPMs 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000 4 3 3 3 2 2 2 2 2 2 2 ms ms ms ms ms ms ms ms ms ms ms 20% 8 7 6 5 5 4 4 4 3 3 3 ms ms ms ms ms ms ms ms ms ms ms 30% 12 ms 10 ms 9 ms 8 ms 7 ms 7 ms 6 ms 6 ms 5 ms 5 ms 5 ms 40% 16 ms 14 ms 12 ms 11 ms 10 ms 9 ms 8 ms 7 ms 7 ms 6 ms 6 ms Duty Cycle 50% 60% 20 ms 17 ms 15 ms 13 ms 12 ms 11 ms 10 ms 9 ms 9 ms 8 ms 8 ms 24 ms 21 ms 18 ms 16 ms 14 ms 13 ms 12 ms 11 ms 10 ms 10 ms 9 ms 70% 28 24 21 19 17 15 14 13 12 11 11 ms ms ms ms ms ms ms ms ms ms ms 80% 32 27 24 21 19 17 16 15 14 13 12 ms ms ms ms ms ms ms ms ms ms ms 90% 36 31 27 24 22 20 18 17 15 14 14 ms ms ms ms ms ms ms ms ms ms ms 100% 40 34 30 27 24 22 20 18 17 16 15 ms ms ms ms ms ms ms ms ms ms ms Fuel Trim Cell Info 0 : Non load (? Coast or idle) 1 : Non load 2 : Non load 3 : Non load 4 : Non load 5 : Non load 6 : Load Part throttle 7 : Load Part throttle 8 : Load Part throttle 9 : Load Part throttle 10 : Load Part throttle 11 : Load Part throttle 12 : Load Part throttle 13 : Load Part throttle 14 : Load Part throttle 15 : WOT 16 : Idle PARK. AC off 20 : Idle Engine Cold?. 22 . M6 19 : Idle Engine warm?. A4 17 : Idle NEUTRAL.The general rule is to not exceed 80% duty cycle. AC off 21 : Non load (? deceleration) 22 : WOT Non load cells 0-5. AC on.

hot idle. part throttle. Cells 0 . part throttle • FTC 5 low load. but greater than 14. part throttle.0:1 EFI LEAN LIMIT O2 Sensor Info The narrow band O2's are just that: narrow.10 moderate load.5:1 LEAN CRUISE 16. 9.2 slight deceleration. Cells 20 .5:1 BEST FUEL ECONOMY 18. power enrichment • FTC 15 higher load.5:1 RICH BEST TORQUE @ WOT 12. Cells 4 . hot idle.2:1 SAFE BEST POWER @ WOT 13. power enrichment Fuel Trim Group 4... part throttle • FTC 7 moderate load. part throttle • FTC 11 moderate load. That means they can detect when the AFR is 14.11 • FTC 8 . Cells 8 .7 • FTC 4 low load. .14 higher load. a/c on • FTC 17. power enrichment Fuel Trim Group 3. wide open throttle (EPA definition @ 100% Load) Fuel Trim Group 5.15 • FTC 12 .Fuel Trim Group 1.3:1 LEAN BEST TORQUE @ WOT 14.22 • FTC 20 cold idle.6:1 STOCHIMETRIC AFR ( CHEMICALLY CORRECT ) 15. a/c on (Manual or Automatic transmission in "Drive") • FTC 19 hot idle. Cells 12 . little to no load • FTC 3 low load.7 is a "blur" and less than 14. a/c off (Manual or Automatic transmission in "Drive") Fuel Trim Group 6. a/c off • FTC 18 hot idle.0:1 CARBURETED LEAN LIMIT 22. The AFR. part throttle • FTC 6 moderate load. Cells 16 . power enrichment Fuel Trim Group 2.3 • FTC 0 . a/c on or off • FTC 21 moderate deceleration / no load • FTC 22 higher load. power enrichment AFR Info Here is a chart that I have that should give you some insight into what standards are for lean cruise etc.0:1 BLACK SMOKE (NO POWER) 11.19 • FTC 16.7 is a"blur". Automatic transmission in "Park" or "Neutral".7 accurately. power enrichment. Automatic transmission in "Park" or "Neutral".

The higher the airflow.Closed Loop Mode) the faster the update frequency. (based on CL Mode which is based on air flow . Too fast and it will get too much overshoot. Alter how fast the STFT and LTFT are updated. The further the O2 voltage is away from the threshold the more the multipliers are driving the fuel delivery back across the threshold. the more effect the STFT will have when used to update the .outside of the narrow band centered around 14. The software in the PCM is a "switching algorithm". Basically if it sees the narrow band on the low side of the threshold voltage (which can vary depending on operating conditions see {B4105} . Then it will reduce fuel. This oscillation process assumes that because it is often crossing from rich to lean then "on average" the PCM is delivering 14.lean . The other O2 calibrations are used to: 1. too slow and it will stay rich or lean too long. 2.which determines haw much adjustment the PCM makes to the injector base pulse width when trying to bring the O2 voltage back across the threshold.lean and so on. PE Tuning Info Naturally Aspirated . Alter how fast the PCM tries to bring the O2 voltage back across the switch point to the other side.7. The higher the airflow.see {B4107 .7 AFR assuming all other components and calibrations are functioning and correct. The LTFT Update Filter determines how much weight the current STFT should carry when applied to the LTFT. The narrow bands never actually measure the AFR. The software algorithms in the PCM would be *very* different if fuel delivery was controlled by a couple of wideband O2 sensors instead.O2 Switch Point.) it will increase fuel until it sees the O2 voltage on the rich side of the threshold. The STFT multipliers are multiplied by the STFT correction factor . can only be accurately resolved by the sensors as either rich or lean. they just tell the PCM: rich .rich lean .

Air/fuel ratio for peak power is 12.8. If tuning on a Dynojet, try for 12.2 – 12.5 air/fuel ratio. If tuning on a Mustang dyno or on the street try for 12.8 – 12.9. Some tuners say that LS motors run the best at 13.1. The AFR curve should be rich up to max torque then lean out slightly up to maximum RPM and then go a little rich a few hundred RPM’s beyond maximum for safety. In PE mode the PCM uses the richer of the PE and Open loop F/A tables. PE Delay If the RPM is below the delay RPM defined it will blend in PE at the PE enrichment rate. That’s why many people set the enrichment rate to 1. With a lower RPM delay PE will apply immediately above the RPM specified and full PE will activate at the RPM specified. Normal practice for automatic transmissions is to set that RPM limit to the stall speed of the converter. For manual transmissions set it a little less than the take-off RPM. An enrichment rate of 1 effectively negates the delay RPM. For cars that experience tip-in knock retard at WOT this is often the solution. PE Delay is disabled in all car calibrations. The editor (HPT v1.6 and down) is missing the actual PE Delay value (we plan to add it), however, on cars PE Delay is always set to 0, it is only very rarely used on some trucks.

VE Tuning Info
Higher VE values add fuel (telling the PCM you have more useable oxygen in the cylinder) Lower VE values subtract fuel (telling the PCM you have less useable oxygen in the cylinder) If the MAF sensor will be reconnected or enabled after VE tuning, only tune the idle and part throttle areas of the VE table 4000rpm and below. If MAF sensor is permanently removed or disabled (Speed Density) then tune the entire operating area of the table. A note on VE tables: 98-00 model years use primary and secondary VE tables, while 01-04 model years use only a primary or single VE table. When tuning a 98-00 model with the MAF sensor disabled, the PCM will default to the secondary VE table. Ensure all VE table changes are performed on the secondary table. TIP: If you unplug the MAF sensor during SD tuning instead of setting the MAF Fail Frequency to 0, the MAF PID will have to be replaced with the Dynamic Airflow PID for the timing histogram to function. The ultimate measure is whatever it takes to eliminate the error between commanded and measured AFR. SD and Open loop are two different things, you can be in open or closed loop with either SD or MAF. For part throttle, I would say you need to tune in closed loop (OE O2s and LTFT and STFT), whether it is SD or MAF is up to you. For WOT you need to log AFR Commanded and

Wideband ARF, the scanner will then allow you to log AFR % Error and you can use that directly (or half) to compensate for errors in your VE Table. I would recommend only using the Wideband on a dyno (or the track) and on WOT runs only. And yes, it would be better to be in SD mode and not have corrections made/influenced by the MAF. Golden Rules to Tuning SD via WBO2 1. Make absolutely sure your STFT's and LTFT's are off and report 0 at all times - if this is not the case you are wasting your time. 2. Ensure your WBO2 is up to correct operating temperature and is installed and calibrated correctly. 3. Ensure your injectors are calibrated correctly, remember you have 3 different ways to skin this cat and eliminating this one as "correct" is easy. 4. Ensure your timing is set to something reasonable (no point tuning fuel if you are hitting 5 deg timing) 5. set your commanded AFR to whatever you want it to be via open loop, PE, whatever tables. It really doesn't matter what you choose as the final result will be linear or very close to (ie. if your fuel is 5% rich when you are shooting for 12.8, then it will likely be the same 5% rich if you are shooting for 14.7). VERY IMPORTANT: if you do have large transitions between commanded AFR (eg. 14.7 to 12.5) you need to be aware of allowing for that transition in your tuning by holding a little longer after the transition has been made so that the averaging effect can ensure you plot enough points at the real load condition not the fuel transition. 6. mess with the VE until you get the commanded AFR within a few % of the measured AFR. 7. check your work by setting a different commanded AFR in the PE table and see how close the measured is. eg. set for 12.0 AFR you should see the WBO2 hit 12.0 as well. This is the beauty of having a correctly dialing in VE (airflow) component as you can now directly tweak your PE (or better still use the VCM Controls) to find out at what AFR (and spark) you make peak torque for each RPM. Note: remember there is a slight dependence of AFR on spark but nothing huge if you used reasonable timing values to begin with. VE Tuning Configuration First, will you be using a wide band AFR to set up VE or will you plan on relying on LTFT. This will determine whether or not you want to disable closed loop or not. Regardless, you will want to get the influence of the MAF out of the picture first. There are several ways to do this in software without unplugging anything. I would set the MAF Fail upper limit to zero and then se set the MAF Fail Monitor {P0103 as I recall} to No MIL (disables Malfunction Indicator Lamp also known as the Service Engine Soon/SES light) to

prevent a service engine soon light while you are tuning SD. In VCM Editor in the DTC display make sure you have your MAF DTC's (maf HI and Lo freqencies) set to report an error on 1'st error. If you disable the MAF DTC's in the editor, you will not set them even if you set your maf fail to 0. As long as your MAF DTC is set correctly to error on the 1'st error, you can set your MAF fail to 0 and don't even need to unplug it. Disable Deceleration Fuel Cut-Off (DFCO) so that your low MAP values don't get misrepresented when the engine goes into DFCO. Then if you are using a WBAFR, disable Closed Loop by setting the Closed Loop Engine Coolant Temperature (ECT) to the maximum (252 degrees F or anything above 230 will do). That way, the engine never reaches the enabling temperature to begin closed loop. Now you will need to log the actual AFR versus the commanded AFR (14.68:1 for normal Stoichiometric operation) with a Map/Histogram. For each cell, you will use the measured AFR from the wide band as the numerator and the commanded AFR and convert that to a decimal fraction to use as a multiplier for the current VE for that cell. This will produce a new VE Value for the cell which should then be readjusted a couple of more times to get it right. The method for using LTFT (or actually STFT is better) is similar but less precise. If the fuel trim function is positive, the VE is too lean for that cell and the VE value needs to be increased in steps until the fuel trim value goes to zero or slightly negative. One thing that I want to emphasize is if your injector flow rate (IFR) is properly set up for your vehicle (let's assume that your injectors are original equipment and you have the factory IFR values in the IFR table) avoid tuning via IFR at all costs. I've seen a lot of posts where people try to tune using IFR which will alter anything and everything about mixture. Use the VE table only to adjust VE. BTW, unless you have done head/cam changes, induction system or header changes, the factory VE table will be pretty well right. You'll know if it's close right away once you've disabled the MAF and have logged some data.

I forgot to mention about disabling PE. The easiest way to do that is to set the time delay to 60 seconds (or similar value).

B3618 (Engine>Fuel>Mixture>PE Mod.00 to disable the PE modifier.Another thing you want to do when logging is to put the vehicle in like third gear and make slow steady acceleration/deceleration changes so that the logging of the cell values represent pretty much steady state conditions for each cell. Have fun.5 AFR.on RPM) . commanded_AFR_=_stoich/EQ.I copied the high-octane table to the low octane table to ensure a good spark curve.. retard the timing in the High Octane Table by a few degrees across the board (like -6 degrees everywhere) and make a note of this so you can reset it back to baseline later. DFCO is off.I disabled DFCO by changing the enable ECT to 250. C6002 (Engine Diagnostics>Engine DTC MIL enablers) . B4205 (Engine>Fuel>Trim>Closed Loop Temp Enable) . Fail 1 to 0 to ..Open Loop) ..I set LTFT correction to disable to turn off LTFT's. EFILive SD Tuning Configuration B3313 (Engine>Fuel>DFCO>Parameters) . I didn't modify this table at all. As long as my coolant temp doesn't hit 250*. Remember. so it was still the factory spark curve. However. If you're getting some knock retard while you're doing this in Stoch at higher power settings. B5914 (Engine>Spark>General>Spark Low-Octane) .P0101. Tuning is a lot of fun and frustration mixed together. but it's the only safe way to check out VE at high power settings with risking the potential of knock damage at Stoic. you'll get an education about your vehicle that you couldn't get any other way.I set the EQ ratio to 1. P0102.I set the MAF High Freq. Log higher MAP and RPM values in second gear the same way..I set all values in here to 250* to command open loop the whole time.17 to command a 12. C2901 (Engine Diagnostics>MAF>Parameters) . B3605 (Engine>Fuel>Mixture>EQ Ratio. P0103 were all changed to No MIL to turn off the SES when we disable the MAF.I set the EQ ratio to something safe like 1. The frustration is what makes the satisfaction so good as you get everything to run the way you want it to. B3801 (Engine>Fuel>Trim>Parameters) . The car will run like a dog with a lot of retard.

Pay attention to the cell counts (n) as you only want to use the cells with enough activity. Wash.Tech Edge (BEN_TE1) << LC-1 was altered to match TE output. Use the filters to access the data you want to see and filter out the crap you don't. Commanded AFR (AFR) Current Gear (GEAR) Engine Coolant Temp (ECT) Engine RPM (RPM) Heated O2 Sensor V B1S1 (HO2S11) Heated O2 Sensor V B2S1 (HO2S21) High/Low Octane Adaptive Spark (ASPARK) << not needed if you copy high-octane to lowoctane. 1 . Remember. In your scanner. These are corrections that you need to make to your VE table. After flashing that into the computer. rinse. #1 Cylinder (SPARKADV) Injector Base Pulse Width B1 (IBPW1) Injector Base Pulse Width B2 (IBPW2) Injector Duty Cycle B1 (INJDC1) Injector Duty Cycle B2 (INJDC2) Intake Air Temp (IAT) Intake Manifold Absolute Pressure (MAP) Mass Air Flow Raw Freq. what I chose to log was: Absolute Throttle Position (TP) Air Flow Grams/Cyl . Once you have some good data to work with.Tech Edge (AFR_TE1) << reprogrammed LC-1 to match TE output. and . Ignition Timing Adv.SD (DYNCYLAIR_DMA) Base Eff. this log is for things I needed/wanted. Don't unplug the MAF. Num.disable the MAF. You can still log the signals/output for MAF calibration later. I made them to my Main VE Table (Engine>Fuel>Airflow>Main VE Table) because I have an '02 f-body. (MAFFREQ) Retard Due to Knock (KR) Vehicle Speed Sensor (VSS) Wide Band AFR 1 . Look through the PIDs and see if there is something you would like to log to attack a problem or tweak a table. switch to the average correction factor (x). you can open your log and map the BEN factor you logged earlier.

This will help get you closer to where you need to be. but the concepts looks at least a couple orders more complex to me (whenever i see chemical equations in physics problems i usually give up).repeat. also a reasonable sized plenum adds to that dampening effect. Also. Don't forget to restore the stock tables for the changes made in the beginning to get you back to normal. but I don't think it's necessary. Larger camshafts with large overlap. measured AFR is the ultimate measure. Putting all the resonances out of the normal operating ranges and also designing in things like smaller port areas to increase velocity and plenums to dampen harmonics and assist NVH . However. The adjoining cells should be smooth not spikey. I personally smooth each time. . Again. as long as you are operating at steady state with a properly calibrated WBO2 (operating within its time response) the commanded AFR vs. however. VE Tables and Smoothing The VE of an engine is determined by the acoustic properties of the inlet and exhaust manifolding and the dynamic flow properties of the valve etc. in an LS1 intake/exhaust setup these resonances are way out at the top end of the RPM scale due to the short runner length. I have a spreadsheet which compares the poly value to the range the value should be within to stay within my AFR range. If it's a dip. 1. I don't stick with the raw polynomial results. you are mostly tuning around reversion effects and reversion related effects such as localized port heating. 3. However. it should look like a U. with most traditional designs the loss of the system (due to high airflows thru small passages) really dampens everything to a large degree. and don't change too many things at once.all lead to smoother VE curves. make smart decisions. A rough VE table will be more susceptible to burst knock retard and will not provide smooth throttle transients. Just keep your eyes open on the forums. Generally the harmonic resonances are indeed "peaky" in ideal circumstances (very low loss. It’s important to have a smooth VE table. low order harmonic). That should be enough to get people started. I don't let the value fall outside of these bounds. I haven't studied this reversion stuff in detail (since most newer engine designs have variable cam timing that eliminates all this and hence most experimentation has stopped and assumed "problem solved"). it is *very* unlikely you would see a relative difference between adjacent cells of more than a few %. not a V. closed-loop operation. You should tweak the spike and the values around it to smooth it out. In fact most car makers go out of their way to avoid a peaky response.

air intake. MAF Sensor Info The stock mass air flow calibration is correct +/-4% as long as nothing in the intake tract has been modified. or if you choose to log raw MAF air readings in tandem with Dynamic Airflow and frequency. SD Tuning. I think I've seen VE tables from FI cars which are in the 150+ range.) For all the calibration points that you were missing data for (above 10K Hz. 6. Do this after the VE table has been corrected. but get as much as you can. RPM table. 1 lb/min is equal to 7. Frequency table will need modification.) Make sure you log Dynamic Airflow vs MAF Frequency (Hz) In HP Tuners it is measured in lb/min so we will have to convert this later for the MAF table (g/sec).4. but using excel functions makes it much easier) you will have new MAF Airflow data to rebuild the table with. The point is to get an accurate VE table and then adjust the MAF calibration table to agree with the VE table at the observed LTFT values. Cruising on the highway is a good place for this as you can cover all rpms and a wide range of mph. LTFT’s and MAF Table Scaling Once the MAFless (SD) VE table is correct and the mass air flow sensor is reconnected. You probably won't get a whole lot of data above 10. MAF Tuning – In Work 1. I'm guessing that the max VE cell value you'll see for a stock vehicle would be ~100-110.e. below 2K Hz) you can either shoot in the dark and scale up accordingly.) Go do enough driving to log a variety of MAF frequencies. Output Frequency table positive to get the LTFT’s back to where they were when it was MAFless (SD). or air filter has been modified than the MAF Airflow vs. VE and Burst Knock Once the VE table is correct. air lid. you can calculate the . 5. The reason you want to use this range is so that the average is calculated using a sort of "swing error" that straddles the calibration point itself.) Section off MAF frequency ranges that register with the frequency points on the MAF table (i. For MAF table freq = 3000. If the MAF meter.000 Hz or below 2000 Hz.58 g/sec so do that calculation and you will derive a new MAF table. tune out any detected burst knock by increasing the Edit>Engine>Spark Retard>Burst KR Enable Delta Cyl Air Threshold vs. Now scale the VCM Editor>Edit>Engine>Airflow>MAF Calibration>MAF Airflow vs. 3. 4. the LTFT’s will go positive.) Save the log run and export the data into an Excel readable format and sort the data by MAF frequency (smallest to largest). 2. you want to use the data you logged in the range of 2940 to 3065) Take the average of all the Dynamic Airflow data in this range.) Once you have calculated averages for each range (this will be very tedious and take quite a bit of time.

mass air flow frequency. If as you get closer to 10K and you notice the dyn airflow is 10% higher than the stock MAF airflow. TP. 10 being overzealous) its kinda like this. (i. I've found that almost a 1 to 1 ratio between scaling percentage vs trim value does the trick. just make sure you have a good idea of what MAF Hz range your trimming is occurring in. keep in mind that changing the VE alone will not make much if any change to the fuel trim but changing the MAF flow VS frequency even 1% makes big changes. Now in a perfect world you VE table would be perfectly tuned to match your engine then you plug the MAF in and perfectly tune it to match your VE table. but having to "best fit" the curve for the logged data leaves an element for bias and human error. Manual calculation appears to be the most error free method that I can think of. otherwise you could try to log 155+ mph runs) I know this seems like a very painstaking way to do this but it worked very well for me and using a lot of excel functions I was able to reduce the time on this project significantly. from the factory the ve table is the backup controller. save the logs Now what you will have to do is open the log in excel and figure out what frequency areas of the maf need massaging to bring your fuel trims in line. but the answer is 'the moment you see your MAF and Dynair 'dance' on the graphs in unison'. the maf reading is double checked against the ve table to make sure nobodies gone crazy. I have verified that my MAF reports almost exactly what dynamic airflow the motor sees and therefore does not cause any confusion for the trims (this other bit of business in this thread is not MAF related). Now for the imperfect world most of us live in. or some studying of logs! (IE: if you have trims of -10. . scale back by 5-10%. the maf is the primary measuring device for airflow.variance b/w your dynamic airflow and MAF airflow and scale up by the trends you see on either extreme. Also keep in mind that if you change maf without changing VE you can start setting codes and getting flat spots and bogs in throttle response. mass air flow g/sec (use imperial pounds if you must).e. Some people have tried using scatter plot functions to derive equations that will supersede any manual calculation. Log your rpm. this will take either a good eye while driving. dynamic cylinder air and fuel trims. 5 being conservative. then you can go ahead and "assume" that above 10K Hz it will most likely behave the same. Hopefully someone can come up with an easier way! 'how do you know when you got enough data for your MAF calibration?' it was a good question.

Repeat steps 3 through 6 and you'll have the MAF dialed. The air ).. . do some bonzai 4th gear 100+ mph runs 4. 2. My rule of thumb is if I add 1% to a MAF frequency range I will add double (2% in this example) in the VE cells in that range. My MAF is dialed in to within 1% from 2375 Hz to 11k+. Disable LTFT {B3801} and STFT idle trims {B4108}. You can't solve for air mass. This is the main calculation the VCM uses to determine how much air it should use for the Base Fuel Calculation (Inj PW). The equation VE = ((mass flow * IAT / (MAP * RPM * Displacement)) Mass flow: grams/sec IAT: Degrees Kelvin MAP: Bar RPM: RPM Displacement: Cubic Meters To solve for the mass flow in g/sec simply re-arrange the equation. etc. 3. LS1 VCM Main Airmass Calculation The VE table looks as though it is in meters cubed. you have to solve for g/cyl.. wide open (to hit the high Hz. it is just not used like a conventional VE table. Assuming a calibrated VE using speed density mode and "AutoVE".normal driving. The VE values are such that the PCM can directly back calculate to g/ 0. Log a bunch of data . Save the log file. This is what makes it so confusing. EFILive MAF Calibration with a . Mass flow = (VE * MAP * RPM * Displacement) / IAT A very important calculation the VCM must make to ensure correct fuel mixtures under all driving conditions is the dynamic air mass calculation. 5. 6. histogram shows which VE cell. 1. 7.confused yet? Its not that hard. Filter the throttle transients out using the BEN filter. the primary means to determine fueling and timing. Put the tune in closed loop and all normal PE. Copy and paste the MAF map as a factor into your MAF table in the tune. if you look at raw data in excel you will easily find the MAF frequency that was in play when that particular cell was in use.

8 kPa If (Steady MAP) then Calculate MAF Air mass/SD Air mass ratio (used for Unsteady MAP operation) Correction Air mass = MAF Air mass (filtered) else Correction Air mass = SD Air mass x MAF/SD Air mass Ratio (calculated during Steady MAP conditions) Transient Corrected Air mass = previous Final Air mass + proportion of Correction Air mass Final Air mass = fn(MAF Airflow. It may also make decisions based on whether the engine is in a steady load state (steady MAP) or unsteady load state (Unsteady MAP). that these thresholds change with RPM and MAP.e. previous MAF Airflow.0 kPa else Steady MAP threshold = 0. at higher RPM or high MAP readings you have more leeway before the VCM decides that you have an Unsteady MAP condition. Under normal conditions (i. Note.e.mass calculation is not simple and uses various combo's of MAF and SD inputs depending on engine operating conditions such as current engine RPM. prev 3 MAP readings. prev 3 TPS readings.g. Transient Corrected Air mass) There are 9 coefficients to this filter (and a total of up to 16 different sets of coefficients . the MAF input is known not to be accurate under these operating conditions. all sensors working properly) in the code I’m looking at it is like this: (caveat: many of these thresholds may vary between code revs and vehicle type) RPM > 4000 ---------trust MAF completely and ignore SD calcs (apart from MAF sanity checking purposes) RPM < 4000 ---------if RPM < 2400 and MAP < 84 kPa then Steady MAP threshold = 0. E. This unsteady MAP definition is basically there to decide if a throttle transient has occurred (or other) i.

The bottom line is that if the engine is at a steady load state or operating at high RPM then the airflow is 100% based on the MAF once you get thru all the filters and calculations. so MAF dominates IMHO). An interesting point to note is that removing the MAF basically bypasses the whole system and directly sets the Final Air mass value to be the result of the SD lookup (it also disables things like knock learn and a few other nice things). since you are worried about the transient deviation from MAF air mass only). the airflow incorporates a "correction" from the SD calculations. The result is that the MAF reads higher than it should at that point in time (spikes). It is worth noting that the previous value is weighted heaviest followed by the 2 MAF terms. also the MAF is known to be more inaccurate at lower RPM and more non uniform airflow. To summarize: 1. imagine you are cruising (MAP is steady). There are also a number of checks at the end to make sure things do not exceed certain limits. the SD correction is to account for filling and emptying of the manifold during throttle transients and also to smooth the MAF's spikiness at lower RPM’s. This value is the SD calculated air mass multiplied by the previous ratio of measured MAF air mass to calculated SD air mass (this normalizes it. Air rushes into the manifold to service the change in air demands from the engine itself but also to try and fill the vacuum. Low RPM behavior (where the bulk of the fuel cells are) is dictated by unsteady MAP behavior that is still mostly dominated by the MAF input with small tweaking from SD) If the VCM decides that a throttle transient has occurred (unsteady MAP). The way I understand it is this. Most have taken to calling this "Backup SD Mode" which is as good a name as any I guess and I meant to allow the engine to run . At no stage does the MAF get ignored completely in these calcs (the dominating terms of the main filter calc are always MAF based).depending on operating conditions). High RPM behavior is totally based on MAF 2. And the SD calcs only get used for transients and smoothing lower speed operation. IMHO. This is more pronounced at low RPM where the engine airflow is smaller and the relative proportion of extra airflow due to filling vacuum is higher. you have a decent vacuum in the manifold and you change the throttle position quickly. Mid RPM behavior has an allowance on Steady MAP behavior before it switches to Unsteady MAP 3.

Typical factor values are 0. There is another way to disable the MAF system completely (i. the so called "True Speed Density Mode". The theory being that heat (ECT) is transferred from the heads and manifold after the IAT has been measured and prior to the air entering the cylinder. At low airflow it is closer to 1 which weights the charge_temp in favour of ECT.1 for 150g/s and above. . If this condition exists.g. The PCM does calculate an adjustment to the VE based on IAT as follows: g/cyl = VE*MAP/charge_temp Ve is in g*K/kPa MAP is in kPa charge_temp is in degK Using the gas equation n=PV/RT shows that n (mass) is proportional to Pressure and Volume and inversely proportional to Temperature (not the square root of temperature) charge_temp is calculated as follows: 273. without setting the DTC's) and by tuning of the thresholds and other flags you can get a fully functional SD tune happening.15+IAT+((ECT-IAT)*factor) ECT is in degC IAT is in degC factor is a multiplier between 0 and 1.8 for 0g/s down to 0. HSV GTS 300kw comes factory this way).e. which is every 10 minutes. At high airflow (>150g/s) it is closer to 0 which weights the charge_temp in favour of IAT. the LTFT is changed and acted upon during the next PCM timed cycle. The factor is calibrated in a lookup table (not available in EFILive) that is indexed on airflow in g/s from 0 to 150g/s.with a failed MAF (although it is quite possible to tune using this mode (e. They have a 10% window that will only affect the Long Term Fuel Trim (LTFT) if the fueling correction is beyond the 10% window for 10 seconds. LTFT and STFT Info STFT Info The PCM uses the Short Term Fuel Trim (STFT) for real time fueling corrections.

For this reason you want the LTFT's as close to zero or slightly negative during closed loop so no extra fuel is added during WOT. positive LTFT's can result in a rich air-fuel ratio during WOT operation because the PCM will add fuel in addition to the PE table. RPM table. RPM table for the AFR you . often resulting in a rich AFR during WOT. more oxygen rich air. That is. It interprets this as more air than expected when in reality there really isn't. Or to put it another way: not as much H. However. Negative LTFT's indicate the PCM is commanding less fuel due to what is perceived as a rich condition although the air-fuel ratio remains the same at 14. as you can obtain should that extra fuel not have been added.7 parts of air for every one part fuel. But. Once they are you can then tune WOT using a wideband O2 meter and typically adjust the PE vs. to get the LTFT's correct. If the LTFT's are negative no additional horsepower can be gained because the AFR at WOT is then determined solely by the power enrichment table without any additional fuel being added except during CAT over temp conditions. This results in a too rich condition at WOT and a loss of horsepower. If the LTFT's are positive.7:1 during closed loop operation.7:1 and in reality it's neither truly lean nor rich. To put it simply what's happening is the Mass Airflow Sensor (MAF) is calibrated to expect outside air temperatures and temperature change rates within a specified range. Hence it is neither lean nor rich but rather right where it's supposed to be. when you go WOT the PCM remembers it had to add additional fuel during closed loop and adds this extra fuel in addition to a predetermined amount called for in the Power Enrichment vs. horsepower may be gained by getting the LTFT's as close to zero or slightly negative during closed loop. PCM is sensing a rich condition and subtracting fuel Positive long term fuel trims (LTFT's) indicate the PCM is commanding more fuel in order to compensate for what is being perceived as a lean condition. If they were negative no fuel is subtracted during WOT as that could result in a lean condition resulting in detonation.LTRIMS. By doing so it maintains a stoichiometric air-fuel ratio of 14. When you add an aftermarket intake you often get colder and therefore denser. By doing so the air-fuel ratio remains at 14. You do this by using scanning software and a program such as LS1 Edit. + LTRIMS. less than wide open throttle. In this way no additional fuel is added during WOT.P. than what the MAF is calibrated for.LTFT Info The purpose of LTFT’s is to compensate for engine and sensor age and variation over time. PCM is sensing a lean condition and adding extra fuel . etc. In turn the PCM tells the injectors to stay open for a longer period of time by lengthening the Injector Pulse Width in order to inject more fuel into the combustion chambers.

instead of using a closed feedback loop (the O2 sensors are not used for input) the PCM uses a lookup table that. A third wire connects from a sliding contact in the TP sensor to the PCM allowing the PCM to measure the voltage from the TP sensor. a closed feedback loop. What is closed loop you ask? Closed loop operation means the front O2 sensors (forward of the catalytic converters) are used to help determine the AFR and offer feedback to the PCM as to the current AFR. What does open loop operation mean? Well. Idle Info Sensor Info Throttle Position Sensor The Throttle Position (TP) sensor is connected to the throttle shaft on the throttle body unit." This is called the PE vs.HO2S Circuit Insufficient Activity Bank 1 Sensor 2 141 . Note: some applications such as nitrous or forced induction cars usually require a richer AFR than a normally aspirated car.7:1 AFR.HO2S Circuit Low Voltage Bank 2 Sensor 2 158 . It is a potentiometer with one end connected to 5 volts from the PCM and the other end to PCM earth. the output of the TP sensor changes.HO2S Circuit Low Voltage Bank 1 Sensor 2 138 . As the throttle is moved (accelerator pedal moved).HO2S Heater Performance Bank 2 Sensor 2 Go to Edit>Engine Diagnostic’s>DTC’s>Error Mode = 3 for each of the codes above. RPM" table. to put it simply. RPM table or "Power Enrichment vs. is just a table that says "at this RPM use X amount of fuel. .HO2S Circuit High Voltage Bank 1 Sensor 2 140 .HO2S Heater Performance Bank 1 Sensor 2 Passenger Side Codes: 157 . Deleting Rear Oxygen Sensor’s Driver Side Codes: 137 . So it's just that.want. Go to Edit>Engine Diagnostic’s>DTC’s>SES Enabled = Off for each of the codes above.HO2S Circuit High Voltage Bank 2 Sensor 2 160 . At a closed throttle position.HO2S Circuit Insufficient Activity Bank 2 Sensor 2 161 . The PCM then adjusts the injector pulse rate to maintain a 14.

the output voltage should be about 4 volts. and if you set your Base Running Airflow values too high you get cruise control etc. because the PCM interprets the throttle is moving. Even if the TP sensor voltage reading was to be changed by: tampering. The combination of all these components is what I call the Base Idle Airflow in grams/sec. Base Idle Airflow The Base Idle Airflow is combination of looked up values from various tables within the PCM and also incorporates a Long Term Idle Trim (LTIT) correction. such as the Throttle Cracker.25V. General Operation And Strategies The PCM calculates the IAC position based on a number of Airflow calculations and estimations. integrator. the base airflow routine is controlling the IAC position during all driving conditions (things you are aware of already. However. etc.the output of the TP sensor is below 1. The base airflow consists of the sum of the following individual components: . the TP sensor will still be 0%. the output increases so that. A broken or loose TP sensor can cause intermittent bursts of fuel from the injectors. The TP sensor is not adjustable and there is no set value for voltage at closed throttle because the actual voltage at closed throttle can vary from vehicle to vehicle due to tolerances. This airflow directly controls the IAC position when at non-idle and is the "starting point" for adaptive idle control. throttle body coking. and an unstable idle.Base Idle Airflow (Base + LTIT) .). By monitoring the output voltage from the TP sensor. the final idle airflow value consists of the following two main components: . slow filtered idle airflow. The first thing to realize is that the PCM only runs the adaptive idle control routines when at idle conditions (below certain TPS and MPH limits). The PCM will learn what the closed throttle value is every time the throttle comes back to closed throttle. sticking cable or any other reason.Adaptive Airflow correction (STIT) LTIT = Long Term Idle Trim STIT = Short Term Idle Trim Note: These names are made up to more easily understand than proportional. the PCM can determine fuel delivery based on throttle valve angle (driver demand). The PCM has a special program built into it that can adjust for the tolerances in the TP sensor voltage reading at idle. The PCM uses the reading at closed throttle idle for the zero reading (0% throttle) so no adjustment is necessary. at wide-open throttle (WOT). As the throttle valve opens.

a table Throttle Follower Airflow .the idea of this correction is to bring the Short Term Idle Trims (STIT) to zero .airflow used to calculate IAC position when ignition is off and engine not running .airflow correction for when the AC is on.a table and a few delays and decay rates Startup Spark Retard Airflow .it has +ve and -ve limits .controls rate of closing the IAC valve during throttle closure .additional airflow to open the IAC based on MPH and RPM .a slow moving correction based on the adaptive idle routines (think LTFT's for fuel) .a calculated value AC Airflow .a table vs ECT Startup Airflow .Base Running Airflow .zero during idle conditions .used to set IAC position during DFCO Throttle Cracker Airflow . IAC Park Airflow .this is the main Idle Airflow when in PN (A4 only) or Gear (A4 or M6) . DFCO Airflow . this is a torque based calculation that estimates how much torque the AC is pulling and calculates an airflow correction to compensate.Additional airflow to account for increased engine load during cooling fan operation .additional airflow during engine startup and initial run period (decays to zero in the first few seconds of engine operation) .a table Adaptive Idle Control .zero during idle conditions .airflow correction to account for startup spark retard (if used) Fans On Airflow .used in place of all of the above .a few tables of initial value and decay rates Long Term Idle Trim Airflow (LTIT) .Two values depending if one fan active or both active.

for example. The idea of this is that when you turn the AC off the PCM can quickly return to the original IAC operating point. Integral.The whole point of the idle control routines is to maintain the desired Idle RPM. After the "Desired Idle Airflow" is calculated. The "Desired Idle airflow part. it is then translated into an "Effective area" value in square millimeters (mm2). This is the cross sectional area required to deliver the airflow desired (taking into account air density and pressure ratio across the throttle/IAC). so the PCM has a Desired Idle RPM it is trying to achieve and it is constantly measuring the current RPM and calculating an Idle RPM error value. and Derivate. The monitoring of the Idle RPM results in a Short Term Idle Trim (STIT) that provides the fast moving closed loop control of the IAC valve. Now at this point the calculation branches to either IAC or ETC. especially after head/cam install. Okay. you have your foot on the brake and you partially let the clutch out and you feel the engine pull harder to try and maintain the desired idle RPM. If IAC is installed the "Effective Area" is translated into a number of "steps" that . The PCM therefore needs to "close the loop" and use the Idle RPM error as a feedback to provide this control.. etc. During all this. If you were logging the IAC steps or the desired idle airflow you would see it increase. Are we at idle?. the PCM is maintaining a fairly complex state machine of. ensuring your LTITs are not maxing out on the limits and troubleshooting PN/Gear and Fan On/Off stumble etc. Desired Idle Airflow The net result is that the PCM takes the Base Idle Airflow (including LTIT) and then adds the STIT to come up with a final Desired Idle Airflow (which generally is available as a PID for logging). Again here it is very analogous to the STFT's and feedback from the O2 sensors. That’s why I chose these names rather than Proportional. Then there is a final step that takes this airflow value and translates it to the actual IAC valve position or the ETC TPS position. For A4 vehicles you also have the PN/Gear dimension as well. A good example of the STIT in action is if you have an M6. Is the engine transitioning back to idle?. when you turn on the AC the PCM stops updating the "ACoff STIT" and starts updating the "ACon STIT" (again here think Fuel Trim cells). Monitoring the LTIT and STIT is a very good tool to get your Base Running Airflow values correct. It's basically just a unit’s transformation for the most part and the IAC and the ETC have their own control routines and state machines that effectively take this idle airflow as an input. which is the final "airflow" value the idle control routines deliver to set either the IAC motor position or the ETC position. The PCM does remember a few different last known state of the STIT. The PCM uses various aggressive and not so aggressive algorithms to control the STIT. to provide fast convergence (and also stall saver capability) but also reasonable idle stability.

If a lean idle condition is present modifying VCM Editor>Edit>Engine>Fuel Control>Open & Closed Loop>Idle Proportional Fuel Tables = Off will most likely eliminate it and any low RPM surging. it can provide very fine control of idle speed.) the final ETC Rotation% is calculated via a simple transfer function of ETC Rotation% vs DesiredThrottleArea%.e. Now. TorqueMangement etc. minimum position checks and a few other parameters here. Effective Area). Adaptive and various compensation routines are all the same tables (i. If it is not 0 then the commanded ETC position is a direct function of the APP%+IAC% (accounting for throttle cracker). the ETC code has nothing extra). Follower. ECT table must be adjusted up or down also. there would be no reason to change the ETC% vs EffectiveArea scaler or anything else there as far as i can see. the ETC looks at the APP% and checks if it is 0. but in terms of idle nothing else comes into it. MPH limiter. When logging you will see this as a jagged spark advance chart. ECT table and change cell values to desired idle RPM. What else? In addition to the Idle Airflow routines the PCM also has an RPM based idle spark correction "closed loop" operation that it uses to control the idle RPM. In the ETC code there is a maximum value that the IAC% is clipped at as a safety check (mostly on the throttle cracker). . If idle RPM is modified up or down. Idle Tuning To set idle speed go to VCM Editor>Edit>Engine>Idle>Idle RPM>Target Idle RPM vs. Once this ETCDesiredThrottleArea% has been passed thru the numerous limiter functions (ETC RPMlimiters. This number is then handed over to the ETC routines that control the ETC TPS %. The ETC logic is quite simple in that it has two main inputs the Accelerator Pedal Position (APP%) and the "Desired throttle area percent" (IAC%). most noticeable with cams at lower idle RPM’s where the spark advance generally oscillates between its min/max allowed values as the engine lopes at idle. If it is zero then the ETC position is controlled via the IAC% (as you would expect). but the Throttle Cracker.delivers this area (a table of IAC Steps vs. Since the spark advance can move much faster than the IAC. There are maximum slew rates. Unless you have modified your ETC in anyway. the VCM Editor>Edit>Engine>Idle>Base Running Airflow>Idle Airflow vs. If ETC is installed then there is a single value that translates "Effective Area" into "Desired throttle area percent" units of % area per mm2.

Base PN Airflow . 4. It will take about 4-6 times to get the IAC counts correct. The stock cam runs about 60-80 counts.Base In Gear Airflow . Go to all your spark tables and set the park and drive idle values to about 22 degrees.AC Airflow .25 volts.Startup Retard Airflow . VE table and drop about 3-6 points off the idle area.A Basic Idle Tuning Strategy for Cable Actuated TB’s 1. A car with an aftermarket cam will want less IAC counts. Turn the idle set screw clockwise to open the throttle blade a LITTLE. Turn the key off and plug TPS back in. Another adjustment that will help start-up and idle is to go to the cranking VE table and multiply the whole table by about 80% to lower it.Startup Airflow .Long Term Idle Trim Airflow In Gear . 5. the PCM will fall into the wrong cell at idle. Check the TPS voltage each time the set screw is adjusted and adjust as necessary. Now go to the primary or secondary. for 30 seconds.Throttle Follower Airflow . 6.Long Term Idle Trim Airflow PN . A Basic Idle Tuning Strategy for Electronic Throttle Control TB’s New Idle Airflow MPIDs (vehicle dependant): . We want IAC counts to be 40-60 for cars with aftermarket cams. Unplug the TPS. turn the key to the on position. 3.Short Term Idle Trim Airflow . To reduce IAC counts turn off the car. This is where we will spend some time.Throttle Cracker Airflow . Start the car and begin scanning. Now switch to a scanner that lets you see IAC counts and TPS voltage. Monitor the IAC counts and repeat step 5 until the IAC counts come into line. DO NOT start the car.Park Position Airflow . if the PCM has it.25 volts. Set idle speed to desired RPM.Fans Airflow . 900-950 is good for cars with aftermarket cams. Note: TPS voltage must be less than 1. If above 1. 2.

The MAPS in EFI have helped make the tuning process easier. -If it's an M6 log in neutral. Log for at least five minutes after warm up to get better averages and since this is the temperature where problems are noticed. ECTc. SAE MAF gms/s. Others can do what's right for them. You can prove the process by logging the information suggested. I just don't feel it's worthwhile if you run an MAF. A lot of testing on many cars has been done to ensure the process works.Idle (transition) tuning procedure for C5's (drive by wire) A collaborative effort between Nick Williams and myself. -Put back all stock airflow and timing values. from a stock car and you will see the results make sense. -Log. -Input the stock IFR values for stock injectors. by ECT. or calculate new values for larger ones. You may want to repeat this process in neutral later or just check to see if your RPM's stay up when driving and you put the car in neutral.15 mult. but seem to have been somewhat ignored. We are very open to ideas. -Then do Idle Transition Tuning.) Bring the MAF back on line and adjust it for ltrims. Use the format in the PCM. IATc. log in gear with the A/C on. Besides it makes sense. calculated to your preference.7/12. Log while parked.14. Here is a quick outline of my preferred method. by temperature. . -Return all airflow tables to stock. Idle transition tuning: -Start with Ltrims reasonably negative and your Standing Idle is set where you are happy with it at all temps. go ahead. idle airflow parked(IAC Park) and idle airflow(RAF). (ex.8 = 1. (You can do speed density. -If your VE's are off by 20% or more they need to be set. This is so the car will idle. Since you are in open loop when you first start the car. from the coldest engine temperature to fully warmed. except idle. -Put in A/F multiplier values(PE RPM). -Input the logged MAF values into the idle airflow (raf) table. -Set up Maps for Maf gms/s and Desiac gms/s. There are pieces of information that have been stated by others. watch for your trims to show(closed loop) and your idle to settle to where it's set and start the tuning log. JMO. If you can return all the airflow tables to stock.or the need for clarity. GM DESIAC gms/s.) -Work on VE's with the MAF zeroed. -If it's an a4. The following assumes a reasonable tune has been done to the car.

This is important. You will notice that your ltrims and strims become flatter. Raising/lowering IAP raises/lowers desiac. the trims are affected This process will help eliminate. The TB closes some and you could get stalling surging. -Really big cam. which allow them to cool fast and take longer to heat up.. headaches.(Maybe impossible). false idle learn and unlearn. -Raising the IAP values raises logged desiac. etc. otherwise program timing changes a little at a time. and raises expected airflow. Mine is a 228/589/112 in an a4 and tuning is easy. if your target is wrong. surging. MAF #'s. If you have EFI Pro you can use BI-D Controls to test(SOP)timing changes. stalling. which causes rapid IAT changes. etc. You will need to watch Desiac and Maf results in Dash f10. AFR and adjust. -This needs to be done on different days in order to set within each IAT range as weather changes push your intake temperatures up or down. -Finally. colds. There are some situations that make perfection a little harder. This is done within each IAT range. -For 90 mm TB move the Effective Area table values 6 places towards the higher values and leave the IAP values stock. My opinion is that many of the problems that occur after a cam are a result of not understanding the IAP table. ex. Make the changes in Base Spark in Gear and Base Spark in Park/Neutral. Some think they are ECT. -Check. timing will help idle and flare at start up. -When you change IFR's.-For stock TB Raise or lower idle airflow parked (IAC park ) values. since you are working with logged averages and may/probably need to make small adjustments and the affect is counter intuitive. . -Cold air intake. timing and airflow table values. The opposite scenerio would be racing. -The temperature scale is in 20c increments. -Long tubes that place the 02 sensors far back. You want to match logged desiac and maf values. Don't have knowledge past a G5X3. ltrims. The idle airflow parked table is the difficult part for a number of reasons. -The temperatures are IAT.

Williams 90mm TB and stock TB's are not hard to tune. I tend to keep the limits at the factory settings and just change the base running airflow numbers and the various compensation factors. After the LTITs have settled take note of the following: .-Any throttle body with a ridge that's been worked. The important thing to remember is the base running airflow is the starting point for the adaptive idle routines. -The tuners ability. You can drill the hole in the blade out bigger or you can adjust the closed position set screw to open the blade more. be happy. Two ways to fix this. F-Body Particulars Process is the same for the F-body.* -Descreened MAF/ not properly calibrated. Also it's good to watch your STIT when the fans come on so you can see if the correction is ok. if LTIT is min and the STIT is negative base running airflow is too high).73 and lower) and a stock or almost stock stall converter. Adjusting the screw will require a reset on the TPS to get it to read 0% at idle. Use that as a target to determine how big of an adjustment to make. * I continually read opinions that the 90mm TB is hard to tune. they do bounce around. then start trying to get the DESIAC gms/sec to match close to the MAF gms/sec.the STIT should be close to 0 If the LTIT's are at either the min or max limit you have a problem with your base running airflow (if LTIT is max and the STIT is positive then your base running airflow is too low. It's the cam. With a big cam car the IAC uses up alot of its range or all of it just to get enough air thru for idle on a cold start.the LTITs should be within the min/max limits shown in the editor (see the help file) . The stock camaro that I have idles around 65 steps when hot. You will notice the LTIT should settle to a constant value after a few minutes (idle learn process) in PN and Gear for A4's and Gear for M6's. Once you have the IAC motor within range. If after you do this it idles and transitions well. Don't look for perfection in the numbers. -Low rear gears(3. Most cruise control and rpm drop issues when coming to a stop are . HPT Info Monitor your two LTIT's and STIT in the scanner. The N. You just have to make sure the IAC motor is within range to give the motor the air it wants.

So. There is also the throttle cracker which opens the IAC based on RPM and mph. Rather than using steps since the step is going to be linear and equally sized. then whatever the +.. divided that by my 360 steps (360 .. This is most noticeable after a camshaft change. I used 0 to 90degrees and calculated area based on .25 degree..1/4 or . 48% is not related to airflow. watching your LTIT and STIT when the AC comes on will tell you which way you need to move things. Again. it is the percentage of step that the 90mm uses to mimic the 75mm Area.. Let the idle learn. Calculated area when open ..48 = 19. When you get close. Hypothetically IF a 75mm TB @ 40 steps has 1 cu/inch of area Than a 90mm TB would need 19.48 to get 19..25 degree increments) to find total area for each 1/4 degree of throttle movement. and the throttle follower which is a dampener/decay function for when you close the throttle suddenly.2 There is a lot more to the calculation but this is the jist. I used that to make a chart to map area of the . you can use the STIT (short term) 90mm Throttle Body Info I made a spreadsheet that calculated airflow for the 75mm Throttle Body and 90 Throttle Body. The AC is a little different as it is torque based. The main one is the "Cooling Fan Airflow" this is the extra IAC airflow required to compensate for the alternator load when either one or both fans are on.area closed to find total area gained.2 40 x . you'll need to head over to the Engine -> Torque Management -> Engine Torque section and look at the "AC Compressor Torque" tables.LTIT (Long Term) error is adjust the corresponding value in the Base Running Airflow table by the error value. The other is the AC. The LTIT and STIT are similar to fuel trims and are displayed in g/sec (grams air per second) error. Multiply the 40 steps by .symptoms of the LTITs being at their limits due to base running airflow being out to much..2 steps to have the same 1 cubic inch of area So you need to. Remember to log the engine temperature so you don’t start changing the wrong location in the table.

but you will be able to get it to idle without drilling your TB. My Calculated Method*** If I need 40 area units I need to open up the TB 61 steps Idle Fueling The VCM Editor>Edit>Engine>Idle>Idle Airflow>Base Running Airflow>Idle Airflow vs. Move 6 step right method ** By moving the table 6 places to the right as suggested with a larger TB it now says. Idle Limiters --> Idle Speed: 950 Idle Limiters --> IAC Park Position: Raise all points from 40C and up to 21 Idle Limiters --> Idle Air In Gear: All points 60C and up to 8. RPM vs. The 400. .08 to . So regardless of what unit that the ECU uses this calculates the same thing.. The steps were 48% less in each calculation. If you look at it. and 1200 rpm cells at the lowest MAP value’s in the VCM Editor>Edit>Engine>Airflow>Main VE>Primary VE vs. Multiply column 1200 by 90. start the car and check for surging. If I need 40 area units I now need to open the TB up 80 steps.6 Fuel --> Main VE Table: Multiply column 400 rpm by 60.. Here are some things you can try. the ECU says I need 128 area units I need to open the TB up to 17 steps.32 g/sec Once done with this program. MAP table also influences idle fueling. __________________________________________________ _____ Actual Data** Stock ** The effective area table is confusing. Multiply column 800 by 80. If the surging stops follow below.75mm TB as the butterfly opens from 0 to 90 degrees or WOT. . 800. Idle Tuning For Cam’ed Cars – Surging And Bucking don't want to step on anybody's toes here. I made another chart based on the area as it gained and reversed solved the 90mm TB to find the required step to mimic the exact area that the 75 shows. unplug the IAC and see if the surging stops. If the car surges. Ignition --> High Octane Table: Add 2 deg to all points 400 to 1000 RPM. I actually prefer not to drill the TB. We tune 240+ cams without drilling the TB. ECT table is used to control idle stability.

If the car goes on cruise control reduce the Idle Air in Gear Table . If the idle holds at 2000 RPM for extended periods of time reduce the P/N Airflow Decay table for all points above 10 MPH by 5% (multiply by 95) until this stops. High Octane Table. IAT Increasing IAC values reduces the IAC airflow. Think about the IFR table . Hunting Idle That's one of two things. IAC Park Position Airflow vs. . If car keeps surging with the IAC unplugged two more things to try.increasing the IFR reduces fuel flow (inj. or until the car begins to hesitate when you take off. If your car still doesn't idle after this. There is a sweet . Either the IAC closed loop code needs adjusting (which we are in the process of adding) or it's the closed loop fuel. If your spark ramps down. You can see this by watching the change in "Desired IAC" as you change the "IAC Park". but not switch from 12. Repeat until the surging goes away. then you have other problems. PW). DFCO the way to verify is with the scanner. look at where the AFR is switching. Your O2 readings on your scanner should show clean switching from rich to lean.32 g/sec by 2. It effects the transition to idle airflow.0 to 16.0.Depending on your cam size you may need to tweak the DFCO.2 Take the car for a drive and check your idle. Be vary careful on this table. When you get your wideband hooked up. Closed Loop surging . then comes right back on that’s it. Stall Saver The stall saver function calls into action the derivative idle control (fast) at a RPM Fast/Slow ratio of 1. but don't reduce it any more than 6 degrees.08 to .2 (further if necessary). On those types of cam profiles you need a lot less fuel switching on the lower end. At least with Fly-by-wire the "IAC Park" table does more than set the IAC with ignition OFF. and should start looking elsewhere. Multiply Main VE table by another 95% (total reduction of 85%).7 point. try lowering the base proportional slightly. You only want it to move around the 14. then the injector BPW shuts off. Reduce timing for all points 400 to 1000 RPM.Idle Limiters --> Idle Air in Gear --> All points above 60C to 9.0 and disables the AC. but the spark ramps in and out. They will idle hunt every time. Repeat. On some cases the fuel never gets cut. Depending on your injector size you may need to tweak the closed loop proportional gains. If it's making radical adjustments.

LTIT Gear/ACoff . try logging the new idle MPIDS: .g/sec) . When the values are within a few percent of each other your idle will be noticeably improved. you'll see how the first several cells are 0's. The limits represent the "remembered" IAC airflow for that idle condition (PN/Gear/ACon etc. I ended up moving the table 8 cells to the right after some trial and error so the zeros go 0-26. the single most important thing you'll have to do to get your car to idle with a bigger cam is to let the engine get more air . or the limits relationship between Desired IAC (g/sec) and MAF airflow (g/sec). Important to note that the STIT is set to 0 every time you go off-idle.g/sec) (lb/min. too much air will result in very negative LTITs & STIT . It seems like on cold start it starts with the park position airflow and decays to the raf table after about 40 seconds Running Airflow If your car is stalling or dipping then more likely you idle airflows are out and the adaptive idle is going out of its limits.g/sec) (lb/min. If you look at the table in question. If they aren't then you need to adjust either the airflows to get them within the limits.Idle Adapt (STIT) . When you adjust your set screw or drill the tb hole you increase this area so it would make sense to move the table to the right so the pcm knows you already have more area. likely you will have RPM hanging up when you go off idle or come to a stop. On the stock tune the cells are 0 from 0-12.there are also many others The STIT should be around 0 and the LTITs should be within the limits shown in the editor. Aim to get your LTITs within limits (~0) for all driving conditions Adjusting IAC Position vs Effective Area Adjusting the idle set screw increases the effective airflow area in the throttle body without the pcm knowing it. meaning there is about 12mm2 of area for the air to pass through with the IAC completely closed.LTIT PN/ACoff (lb/min.) if you have idle transition issues then chances are your STIT has to make a quick catch-up every time you return to idle because the LTIT is at the limit.

This lets more air in manually. Log dynamic airflow and desired airflow. Once you do that you may notice your rpms will hang when coming to a stop. but your computer doesn't know this since the TPS % is still reading 0. TPS voltage would probably be good can now tell it what you did.some people say it should be between 30-50 at idle with the AC off. 1. and then you go and alter the effective area once you get the reading of IAC opening to be low like you would like. As it came from the factory.. you now need to log the Dynamic Air Flow and the Idle Desired Air Flow. These numbers will most likely be off.. The IAC vs. etc. desired idle airflow. Once you get them where you want them. you are changing the effective area in the TB that your car can draw the air from. your car is expecting approximately 12mm^2 of area that your engine can draw air from at idle (with the TB closed. iac position. Yep. IAC and desired IAC are almost always the adjusting the set screw or drilling the hole bigger. If desired idle airflow is smaller. Running Airflow (RAF) will need to be adjusted. If you alter the throttle body. which really limits what your IAC can do to control your idle when you turn your AC on (it can only open so far. and that's what this is intended to fix. and it will start working with you instead of against you. 2. whichever you choose (I'd recommend the former rather than the latter). log your IAC position. That's another thing I found out. have to adjust the idle set screw due to a cam. Get your IAC counts in line by adjusting the TB set screw/drilling out the TB. after all).. If your Idle Desired Air Flow . This is evident by an idle that will stick at something like 1000-1100 RPMs as it is settling back down to idle. you crack the throttle body with the set screw.. I had to get rid of my o2 voltage and pulse width to make room. the table needs to shift to the right. correct? the lower the better because it give the computer more room to compensate? So to keep your IAC from having to open as much. the only difference is the response time of the IAC motor. Once this operation is complete. but mine is even lower. Effective Area [under the "General" heading]) table is meant to tell your computer how much area it can expect to draw the air from. and make sure your TPS% still reads zero (you probably already know how to do this). look for the difference between desired idle airflow and dynamic airflow. If you read up. of course). change to a larger throttle body. That's where this table comes in handy. you'll see where a guy was getting 95 at idle. and fuel trim cell. ok so you want the IAC position to be low. I made an idle config with all the normal stuff plus dynamic airflow. Effective Area (Edit -> Idle -> Idle Airflow -> IAC Position vs.

lots of people are doing this but now you guys that want to and have no idea can do it lol first off the logging configuration. 6. 0 out some more columns).is smaller than your Dynamic Air Flow. effective area and Idle Airflow well i just about have this all wrapped up and i see lots of guys posting up on here about idle issues. I adjusted mine so 0-22 are zeroed out. ive been getting pms about what i have been doing. etc). you need to adjust the IAC vs. could not. Once again. cell 26 has a value of 10. Now paste back in the original table right after your last zero (this would now be in column 22). Log your Desired Air Flow and Idle Desired Air Flow. 5. no gas what-so-ever. good on ya! I. . i then let the car reach operating temp at IDLE. Notice in the table how the columns 0-12 are zeroed out. Once you have them close. so i figured i would let you guys know what has worked for me. and your table will fill back in. zero out another 4 or so more cells (until 0-20/whatever all read 0). This is telling you the computer is expecting to see 12mm^2 of area to pull air from at idle. AC off i logged from a cold start in the morning so i could get coolant and intake air temps as low as possible. your car should now stop hunting for an idle when coming to a stop. Copy the existing table from where the values are not zero all the way to the right. clipping off the last four numbers at the end. Tuning IAC Position vs. cell 24 now has a value of 1. If you can figure out how much your new area is after you have adjusted the TB. also kinda put things together from other threads. So this will be trial and error. then you need to adjust the table to the right some more (that is. if your IDAF is smaller than your DAF. 3. Now. Effective Area table to the right. i logged: -IAC Position -Desired Idle Airflow (g/sec) -Dynamic Airflow (g/sec) -STIT -LTIT Gear. 4. however. and see if it is closer. btw this was all in hp tuners.

what i did was make small changes until i saw the lines get close. you don’t want to change that number because its pretty good. on the high side IAC counts (125-290) i was getting less air than desired and on the other end i was getting too much. Coming to a stop the car will not dip down in rpm or anything. increase it. now you want to see what the idle trims are off by. once they got really close i would make small changes. say at IAC step you have more air desired than the dynamic airflow is reading. at idle. . that will take some playing with to find out what will work. Usually if they are off like this there is a point at which the iac step is set right. This simply "recalibrates" the IAC steps/effective opening area. and then branch out from there. now my car will idle very well. what you are doing is telling your car that the effective open area is smaller than it thinks. Remember what the number is where they switch if this is what’s happening to you. if its negative u want to decrease and if positive. so far its been working pretty good. you want the airflow lines to pretty much overlap each other. you will want to increase the IAC number in this area. this will really vary on your TB and whats been done with it. Once this all falls in line you can now recalibrate the idle airflow. to fix the idle airflow you will have to make sure the IAC effective area is all set right AND that your VE table is set where you want it and you have the fuel trims you desire. and 8+ g/sec i used 20+. my idle speed is set at 800 at operating temps and this is with the f13 cam (230ish duration and . Completing this step doesn’t matter if your VE table is set right or anything. 46 g/sec 15-20 steps. mine is a ported jantzer tb with epoxy filling. 3-4 g/sec 10-15 steps. ive just started this step and whatever g/sec it says its off by at each ECT i will change it by about 75% of what i see.590ish lift on a 112) when i tap the gas the rpms go up and the idle recovers nicely with no over or undershooting. normally for a variance of 1-2 g/sec i used 5-10 IAC steps. about 2-3 IAC steps until the lines overlapped. here is an example. now if the dynamic is higher than the desired you want to lower the number. one was the desired and dynamic airflow and the other section was the IAC position. so this will make it open the IAC motor more to let in more air because where it was just wasn’t cutting it.after this i went into the graph in the scanner after i saved the log and had it show only 2 sections.

and questions or something i have wrong let me know.Hopefully this will help some of you guys out tuning for a better idle. Only turn off the SES light. but so far this has worked out perfectly for me.) Do not completely disable the codes or the PCM will not fall into SD mode. P0103 (No check engine light. Not every motor can achieve this though. the LTFT value is still "learning". DO NOT DISABLE THE CODES THEMSELVES! 3: Change all points to 1. If Block Learn is at 0% everything is just right.Overview Wideband and Narrowband methods The LTFT value is your indicator of how much error is in your Volumetric Efficiency table. that was my max before so i left it. although most was trial and error because I didn’t understand too much others were doing before. P0102. this assure’s optimal timing) 6: Change all points in the Power Enrich Fuel Multiplier vs RPM table to 1. starting at 16 the IAC steps go: 2 5 7 11 16 23 32 42 54 71 87 105 122 140 163 179 199 221 244 261 276 287 298 307 313 315---->this is my highest number and goes from #68 all the way up to 120.0) 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. If your STFT is more than 3 % away from 0 . A motor is considered well tuned to have LTFT values between +. maybe help some of you all with similar TB for a starting point. it takes some time since the car has to be cold. Step by Step for SD tuning Wideband Method: 1: Unplug MAF sensor 2: Disable the SES lights for MAF codes P0101. if anything is unclear let me know and i will try to clear it up. Here are my numbers I have for my iac steps.0 (disables PE .13 in the Open Loop F/A vs ECT vs MAP table (commands AFR of 13. Tuning the VE table in HPTuners . i have made about 10 tunes and counting to get this right.4%.

(Optimum HP at WOT) Step by Step for SD tuning Narrowband (stock) o2' Method: 1st a couple of things to keep in mind: a: This method will not be as accurate as the one above.9).2 would be your new VE value. Using the above formula you would multiply that value times (. b: Please keep in mind that depending on where you have your PE enable settings. 43.bin and repeat steps 7 and 8 until all cells in the histogram are 12. upload new . Weather. you will probably only get "0" LTFT values in your histogram after 4. e: There are two methods of using the LTFT's to correct the VE table.7/13.9=43.2. 48*.0 = VE multiplier example: cell @ 1600 rpm Map 50 is showing the air/fuel to be at 11.2.000 RPM.mode) 7: Use your wideband and HPT histogram to verify AFR of 13. but it should get you real close for part throttle.9 Lets say that your VE table has a value of 48 listed at 1600 rpm. always speed density.0 AFR using the desired formula . DO NOT DISABLE THE CODES THEMSELVES! 3: Copy High Octane table to the Low Octane Table (computer reverts to low octane table .0=0. Continue using this formula until all data has been plotted. It is recommended that all tuning sessions be done in like weather conditions.7 in the histogram. RPM table back to stock (reenables PE mode) 13: Use wideband and PE table to dial in desired WOT AFR.8 . 9: Hand smooth VE as described by Magnus (a smooth VE results in crisper throttle response).) Do not completely disable the codes or the PCM will not fall into SD mode. d: There will always be a 2-4% change in learning from day to day. c: For WOT you will still need a WBo2.13. Only turn off the SES light.current afr/13. below is a description of the two taken from the HPTuners help file. P0102. I will try to elaborate a little more on them. 1: Unplug MAF (Replace with strait bellows if you do not have intentions of ever using a MAF again ie.) 2: Disable the SES lights for MAF codes P0101. and engine dynamics vary quite a bit. 11.0 8: Make adjustments to the VE table accordingly to dial in a 13. P0103 (No check engine light. 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 Multiplier vs. It’s the VCM's job to learn these corrections. fuel. Map 50.

b: If the majority of your LTFT cells. Use the "default" config file and scan your LTFT's and STFT's into the histogram. Using the scanner reset your Fuel Trims. it is now time to look at what changes you need to make. then verify the results on the histogram again. Depending on your model you can either turn the LTFT enable option to “Off” (Edit>Engine>Fuel Control>Open &Closed Loop>Long Term Fuel Trim Enable = OFF) or set the LTFT minimum Engine Coolant Temp (ECT) to its maximum value. Use about ½ the correction (2. start with method 1 first.5%) on the VE table cell @1600 RPM 30 kPa Map to avoid overshoot.when MAF is unplugged. use the VCM Controls function to reset the fuel trims before you start recording new data. and try and hit has many cells as possible.10). If your VE table is beyond this. this assure optimal timing) 4:Write your file to the VCM and go for a drive approx 20-30 minutes. It will take you the better part of an afternoon to log the LTFT. are greater than a 10% swing (+. Method 1 using the LTFT and STFT corrections from the scanner histogram data: The VE table corrections can be derived by the following formula: (+-LTFT%) + (+-STFT%) = Final % Learned If your LTFT histogram value @1600 RPM. 30 kPa Map is +7 and the associated STFT value is -2 your total % fuel correction is +5. a: If the majority of your LTFT cells. Go for a drive and record the STFT's. but no make any LTFT corrections. The above step of disabling the LTFT learning process will let the VCM run the STFT correction. Repeat this process for any LTFT histogram value until you see a +. then refer to method 1. Method 2 using the STFT corrections only from the scanner histogram data: This will require you to disable the LTFT process. 5: After you have logged sufficient data. After you reflash your VCM with the new VE table. make the corrections to the VE table.4% range. This will give you a “clean slate” to work with. Use of this method requires your VE table to be no more than 10% off. fall between +-10% then refer to method 2. This will require looking at both the LTFT and STFT data on a cell by cell basis. The advantage to this is you only have to use the STFT table on the histogram to get your .

When playing with large percents. You can do the full % or % by half on the VE table. If you are running mafless then you will be on the secondary VE and low octane spark tables. If you are tuning WOT. It all depends on what you are doing. The number derived in the histogram can now be used as a 1:1 ratio in the VE table. This % AFR error can be copied and pasted into the VE table. the net result should be a value closer to 0 during your next logging session. If you are tuning part throttle closed loop stuff. make the corrections to the VE table. In which case you can copy the corresponding KPA row from the scanner logs to your VE table. Once you have achieved a histogram of near 0 values. You no longer have to do the (+-LTFT %) + (+-STFT %) math or keep track of the LTFT cell number in use. if you are showing -7 in your histogram. use the FULL % adjustment. there are a few more steps needed to turn that data into fuel corrections for the VE table. I do my tuning then select the area on the histogram I was concentrating on. you could subtract 7 from the corresponding VE cell. LS1 Tuning Guide This document will attempt to layout a step by step process to guide you in the tuning of your ls1 powered vehicle Requirements In order to properly tune your car there are a few items that you need to have available . log the commanded AFR PID in the scanner. While it’s good to know. This will take you about ½ the time to log the STFT. VE Tuning using % AFR Error Histogram You are just looking at the AFR that is being read from the wideband. use the HALF % change otherwise you tend to keep overshooting the mark Be careful if you are working with a calibration that has two VE tables.fuel % correction values. you can go back into the editor and re-enable your trims. The software will automatically create a % AFR error histogram log against the wide band AFR reading. head temps. open loop stuff. When your chasing smaller numbers. As I like to work on separate sections of the fuel table. Then copy from the histogram and paste special on the same section of VE table. So. say 10% up. then verify the results on the histogram again. etc) from skewing the tune too much. If I am doing multiple runs I will select the % by half to try and keep the normal motor dynamics (cyl. use the normal LTFT histogram for the error.

leave shift points. rev limiter. all data should be logged to disk. HP Tuners 2. The number one thing to remember when editing the PCM is to make only one or a few small changes at a time. but below I have outlined a methodical process which should work well. 2: Start car. . verify Now we will start the car and verify that everything is working properly. O2 sensors . so as manifold vacuum changes (and rail pressure stays constant) the pressure drop across the injector change. These values can be known and set with total objectivity. etc. IAC Position. Ltrim (left and right). 1: Set absolute parameters 2: Start car. The main idea here is to keep the program as stock as possible .) then simply fill in a constant value across the range. The only tricky parameter to set here will be injector constant.we only want to change values that have a concrete value . Injector Pulse width (left and right banks). First start with the "absolute" parameters. The suggested minimum parameters to be logged are: RPM. In addition to any parameters of special interest. and other subjective values alone. fan turn on temps. MAF flow (g/sec or lb/min). verify 3: Tune idle 4: Tune part throttle 5: Tune WOT 1: Absolute parameters At this point the laptop is connected to the car and the base program is downloaded and saved (*always* start with YOUR base program). spark. Spark Advance. fuel. MAP. (some supercharger setups. This is because the LS1 does not have a manifold vacuum regulated fuel pressure. Choose a desired idle rpm and enter it initially.B1S1 and B2S1. Before we actually key on we should have our scanning/logging software hooked up and ready to go. These generally include gear ratio. S-trim (left and right). If a vacuum referenced regulator is used. Laptop computer Outline There are many different ways one can tune a car.1. etc. Knock Retard. so the injector flow/constant itself changes. MAF Frequency.

Once the vehicle is up to operating temperature verify that the O2 sensors are responding to changes in the throttle. no ac) they should be no lower than 30. If the O2 sensors are old or just aren't switching fast enough (anti-freeze and RTV can both kill them easily) they should be replaced before continuing any further. change the value and re-evaluate. If not. Be careful of adding to much timing . and O2 values and ensure no great splits exist.subjectively decide if this rpm correct. The 15 is a constant which corresponds to the characteristics of a V8 running a 4-cycle combustion cycle. To adjust the timing at idle the base spark tables are the easiest place. 3: Idle Now that we have verified everything is in proper working order we can begin tuning. and put the AC on). First verify everything seems mechanically sound (oil can give a great no load idle. but with any kind of load will become erratic. Do this until they are acceptable. As you blip the throttle this value should increase/change.). Next. Watch out for any kind of SES light. If the idle is still unacceptable then try adjusting the timing. LTFT’s. Start it and begin logging. The rpm part is evident. . If they are enlarge the hole. etc. exhaust leaks. Repeat the above process until the IAC values fall inline. The values here should be no higher than 120 or so. To calculate the g/cyl use the following formula: g/cyl = 15 * MAF(g/sec) / RPM This formula takes mass flow per unit time and converts it to mass flow per cylinder. we can begin tweaking it for stability. Idle is the best place to start. look at the MAF flow and/or frequency. Take note of the IAC counts. If the vehicle seems to be running decently (no pinging or potentially problematic situations) drive it around for awhile. A hole may need to be drilled in the throttle body or enlarge the one that is already there to bring down the IAC values. Let the car run for a while to heat up and go through its DTC tests. Once the desired idle rpm is achieved. rpm and g/cyl of airflow. then create a formula in excel which applies the formula above. etc. A "hunting" idle is a sure sign of too much timing.Now we are ready to start the car. In a no load situation (neutral.). and no higher than 50. etc. If any are observed determine if it is a mechanical/electrical problem or if it is simply caused by a new engine combination (camshaft. The easiest thing to do is to load the log file into excel (export it as a CSV). The tables are scaled vs. Monitor the STFT’s. Previously we set the desired idle rpm . Now put a load on the car (D if automatic.

It uses the same premise above. or multiply by 94%. It then calculates the amount of fuel required to maintain a 14. There are 2 ways of doing this. and scale the entire MAF table by a percentage which will give the LTFT’s a 0 to -4.7:1. These values indicate how the computer is correcting. Spark advance is a rather difficult item to tune directly. Since injector flow and pulse width are known with great precision. which are very accurate at 14. The O2 sensors. Likewise if we were at -10 and wanted to shoot for negative 4 we would decrease the entire table by 6 percent. We want to avoid positive LTFT values since they will be applied at WOT and will lead to inconsistent fueling.7:1 a/f ratio. but the longer the better. Once these are complete repeat the logging process above and check the new LTFT value.7:1 A/F ratio. Negative values are okay. LTFT’s are in units of percent so this is easy. The first element we will tune will be the fuel delivery. At part throttle the computer uses the MAF meter to find the amount of air entering the engine. In tuning part throttle we will tweak the MAF transfer function according to the LTFT values we logged. provide feedback to the computer and let it know how close it is to the goal. Once we have a log file we can begin the data reduction. then we would just multiply the entire table by 109% (or an increase of (+5 . The first step in this is to record a long log file of driving. a minimum of 20 minutes. but instead of taking the average value it applies a localized LTFT correction to each point of the MAF transfer function and derives a new curve. The computer uses this feedback to tweak the fueling of the motor to achieve a proper 14.(-4))=9 percent). This "tweaking" is exhibited to through the STFT and LTFT parameters. If the average LTFT’s are around +5 and we want to shoot for -4. but here is a . average them. and we have no control over the internal algorithms we will assume that any inaccuracy (which is exhibited by nonzero trim percentages) is a result of an incorrect MAF transfer function. After repeating the above method until LTFT’s fall in line. Now we can address spark. It injects this fuel by controlling the injector pulse width. the simplest is to view the LTFT values.4: Part Throttle Not that the idle is correct and we have verified that the car is in proper working order we can begin part throttle tuning. fueling should be complete. but in certain instances is very useful. This method is not for everyone. though we shouldn't go too far out of whack. The second option is a little more complicated.

A wideband O2 sensor is required to accurately set the fuel map. If they aren't 850-950 we will adjust the PE vs. If pinging is detected at any point back out. Repeat the procedure until no spark retard is detected. and TCC. we will do the same thing for WOT tuning. O2's are NOT accurate or precise at this a/f ratio. If the car pings constantly reduce timing across the board two degrees. shift points. Now start driving the car while logging. When done logging export the data to a CSV file and open in it excel. You should group the axis along the same lines as they are grouped in the PCM. Try and emulate every possible driving condition. and rpm. This method relies on a properly functioning knock sensor without any desensitization. Scale the table with g/cyl on the x axis and rpm on the y axis. Now go to the table in the PCM and subtract 75% of this value from the actual spark advance at each point where spark retard occurred. Once fuel and spark are set then begin playing with the shift points and transmission parameters automatic cars. so using the method above for part throttle tuning. If wideband feedback is available the a/f ratio will generally end the richest at your torque peak and leaning out from there to peak horsepower and then a little rich before and after the shift point for safety. but can still be used for a ballpark estimate. We now have a table of the average spark retard taken out at each timing point. spark retard. If knock retard is present we need to localize it to a point in the timing table. If either spark or fuel is changed then go back and check the other by logging. This table is where all fueling changes at WOT are made. If it’s a manual transmission we are good to go! .suggested method. Here we will make a pivot table. Use these three items to make a pivot table. Re-log the car. The timing curve should now be tuned. Assuming the car is naturally aspirated and does not ping with the stock timing advance: Take the entire timing table and increase it by 5 degrees. RPM table accordingly. Create a column with g/cyl. Put spark retard in the middle and set it's mode to average. 5: WOT tuning The first thing to do is make a quick WOT pass in a low gear (a low load) and check both O2's and knock retard. If the car is an automatic we will now start tuning shift pressure.

1st my old injectors are 28. 30lb.01-02: 1. If they have.31%. That will be your percentage to increase your IFRs. i.Follow-Up After a week or so you need to re-verify all your logged values and ensure they haven't drifted. which is the increase in injector flow. SVO Injector Scalers Scalar for 99-00: 1.cfg file first. Which in this case is Once you have determined the new flow-rate then you divide the old rate into the new rate. then square the result which equals 1.e. 30 (at the old fuel pressure) by the product of the BAR division (1. then the idle prop good. http://www. repeat the processes necessary to bring them back in line.65lb flow at 4 BAR (58psi) 2nd With the above information you would then divide the new flow-rate by the old flow-rate: 34.2031 (raising you IFRs 20.hpl file. 3rd NOW multiply you IFRs by 1.5) Divide 4/3 = 1.8lb flow at 4 BAR (58psi) my new injectors are 30lb flow at 3 BAR (43.155) and you get the new flow-rating at the new fuel pressure.368 Scalar for 98.. Open the Proportional.65 / 28. Installing larger injectors and scaling the IFR table You have to determine the new corrected flow-rate at the new fuel rail pressure (if the fuel pressure changed)..333.hptuners.155 Next multiply the new injector flow-rating. ..31%) to correctly scale the IFR table.8 = Everything is in high resolution so you can see the data better.258 Proportional Fuel Control Here are two files to help with the what and whys of proportional changes.

They Dynojet shows the AFR switching from around 14.7 An expired time in the AFR switching results in an STFT It’s always switching the fuel back and for to try and “center” it around 14. Right O2 and AFR as measured with a Dynojet Wideband Commander. the closed loop fuel is PI only. Unlike most PID (proportional integral derivative) controllers.expertune.6 to 15.7 point. Persistent errors result in an LTFT correction There are three values in the third chart.7. they would not move the fuel far enough to go above or below 14.7 Proportional fuel is added and subtracted to the base pulse width. This over correction causes the engine RPM to oscillate slightly as it goes very rich to very . Left O2. It counts the time it took to go rich.Proportional fuel’s entire job is to move the AFR up and down slightly.2 The stock sensors will report 800mv or 50mv on just about anything above or below 14. Here is good PID link http://www. Then after that it does the same thing for lean. You can see that the Stock O2 sensors always report around 800 MV for rich and 50 MV for lean.html The VCM makes the fuel go rich with proportional fuel and looks for the change on the O2 sensors. This will saturate the O2 sensor signal. so they are not a good tool for tuning this. it’s the beginning of the closed loop learning process.7 and below 14. they will move the fuel much higher and lower than need be to cross the 14.7 If your proportional fuel tables are too high. If your proportional fuel tables were too low. It's not an engine tuning value. Just enough to go above 14.

3. and the injectors cannot fire you wind up with a false lean spot. Torque Management Info From my 2002 service manual: Torque Management (TM) is a function of the PCM that reduces engine power under certain conditions. Be fore warned that increasing the injector size without the use of a vacuum referenced fuel regulator starts to cause problems on some engine combinations. Now the engine is to rich and it will make it lean again to the point where the injectors don’t work. On extreme cases it feels like a hesitation in the motor during cruise and deceleration. The PCM monitors the following sensors and engine parameters to calculate engine output torque. Just log the data and see where things may need a small shift. Guys running large blower cams and forced induction will notice this very quickly. To prevent damage to the vehicle during certain abusive maneuvers. 4. 2. Now when you get into an area where the pulse width is very small. . A lot of aftermarket injectors are flow rated at 43 psi while you are running close to 60 psi. While the proportional tables are a % Base Pulse Width modifier.lean. you need to know the actual Airflow & BPW the engine is using in order to calculate it. To limit the engine power when the brakes are applied more than approximately 40%. To reduce engine power during certain throttle actuator control (TAC) system faults. With varying load conditions it’s almost impossible to do by hand. To prevent overstress of the power train components. You normally don't need to touch these tables unless you have increased your injector size. TM is performed for the following reasons: 1. This cycle will repeat resulting in large engine RPM changes and weird looking STFT values. The VCM will try to correct for this by making the engine rich.

6.Manifold Absolute Pressure (MAP) .Spark Advance .When the driver is performing harsh or abusive maneuvers. The driver is unlikely to notice the torque management actions in the first two instances. . Automatic Transmission Info TCC .Air/Fuel ratio .The brakes are applied with moderate to heavy throttle (with the traction system active). The PCM also shuts off the fuel to certain injectors to reduce the engine power in the case of an abusive maneuver.Heavy acceleration from a standing start . The engine power output will be moderate at full throttle in the other two cases. such as shifting into gear at high throttle angles or shifting the transmission from reverse to drive to create a rocking motion. in case of an abusive maneuver.A/C Clutch Status The PCM monitors the torque converter status.Mass Air Flow (MAF) . and the extended brake switch input in order to determine if torque reduction is required. 4.Engine Speed . and 7. The PCM disables the fuel injectors for cylinders 1. The PCM retards the spark as appropriate to reduce engine torque output if torque reduction is required.Intake Air Temperature (IAT) .Engine Coolant Temperature (ECT) . the transmission gear ratio. The following are instances when engine power reduction is likely to be expected: . The PCM calculates the amount of spark retard necessary to reduce the engine power by the desired amount.During transmission up shifts and downshifts ..

Typically the TCC apply speed is about 2-4 MPH higher then the upshift for that gear. This causes the TCC to release first. This is bad for the TCC and it is why the OE tune is setup to lock in 3rd higher than in 4th. Edit: Adjust this table after you have fine tuned your part throttle shift points. This has made my Camaro SS perform very nicely and accelerates quicker than OE tuned. The release points are going to vary depending on how you want the trans to behave. prior to downshifting. Also note that the 3rd gear apply speeds must be higher (can be by 1 MPH) than the 4th gear apply speeds. then the trans will downshift to a lower gear. it essentially killed all the dead spots the OE tune had. If more pedal effort is required. I have my TCC release speeds set at 3-4 MPH above my downshift speeds for each particular gear. unlock and shift to 4th. Here is a screenshot of my tables: . Otherwise you will experience the TCC lock up in 3rd. then lock up in 4th again.

except . High speed turn off is one degree above low speed turn on * Scale MAF table +10% to lower LTFT by multiplying it by 110 * Scale the PE vs RPM table back 3% by multiplying it by 97. The increase in MAF air flow rate that I am programming in causes an increase in ‘perceived load’. But with a vehicle that has neither of those faults set it actually does a 'blend' of the two tables. Say for example the High Octane table has a value of 20 degrees. This will end up reducing your LTFT because your initially delivered mixture will be richer and closer to 14. This has been tested on my own 2000 Commodore and emarkay's Camaro. Tuning Primer • Raise the CAGS enable temp to 250 degrees * Set TQ Management to 400 ft-lbs * Zero out the IAT retard up to 50 or 55 degrees C * Reprogram your fans to keep the coolant temps about 10 degrees above the lowest TStat operating temps you see on the DIC * Low speed fans first. I am doing this to compensate for the additional undetected air that is probably now sneaking by your MAF sensor because of the T1 air box. The increase in perceived load will tell the PCM to supply more fuel when delivering the initial metering. You end up getting the same fuel in the cylinder. it does NOT get reset to 100% when you fill up with fuel. etc.5 degrees. Basically any sustained amount of knock above about 2 or 3 degrees causes the Octane Multiplier to head towards 0%.High and Low Octane Tables There appears to be a lot of myths and confusion about the High and Low Octane tables in the LS1 PCM. the final timing value would be 15degrees. but it does increase the MAF Air flow Rate that the PCM calculates from the MAF Frequency. high speed fans second. and WOT will be a higher MAF rate & load. I have personally logged this on my car so I have seen it first hand. * Leave the timing stock I scaled your MAF up 10%. This will lean the car a little bit. The PCM will ALWAYS try to run with the High Octane Table values. So what changes the Octane Multiplier value?. Idle will be a higher MAF air rate & load. it defaults to the Low Octane Table only. however if there is a MAF or Knock DTC set.7:1. the only thing that will bring it back to 100% and keep it there is minimal knock activity. It is a constantly changing value. and your octane multiplier is set at 50%. This does not change the actual detected MAF frequency. cruising will be a higher MAF rate & load. if the octane multiplier is set to 75% it would result in 17. You can easily see the results of this in Autotap. the same load point on the Low octane table has 10 degrees. it does not totally switch between one or the other. You will now be running under a slightly higher load at all throttle levels.

I scaled back the PE vs RPM table by 3% to lean out the entire A/F curve a bit at WOT. You should also log data while doing a 4th gear 2000-6000 RPM dyno-like pull to make sure that you are not knocking before heading to the dyno. If you have a really small value in Cell 22 (<3%) then I would not worry about the dyno tuning/PCM learning problem. You get the picture. I am not sure how much of a shift it will cause. I settled on a 10% add across the board. The PCM does not have to compensate nearly as much with STFT & LTFT to get 14. What will happen is you will dial-in the car on the dyno and when you hit the street the car will just run a bit richer on the street as the LTFT in Cell 22 comes back up. You will see higher MAF rates and lower closed loop LTFT values. The curve is definitely a cube polynomial. Cell 22 is based on a more complex formula. You will still get the full 22 degrees TA at WOT/High RPM. which makes sense because we're talking about a volume. This is why Cell 22 should be very close to zero. You should definitely dyno with a wideband to check the A/F curve. The lower closed loop LTFT will also lower values in PE Cell 22 LTFT. all data is lost. Floor it from a 1 MPH roll in 1st and Cell 22 has the same value 'X'. Once again the maf is getting forced air and dumps fuel. Cell 22 is based on a more complex formula and the LTFT value in Cell 22 takes a while to change. Idle MAF scaling You might also notice while scanning that your LTFTs go positive when you let off on the gas in gear at higher rpms. I could be wrong. It makes dyno tuning easier because you do not have to wait for Cell 22 to settle in while tuning the WOT PE in the dyno. Floor it from a 30 MPH roll in 2nd at 3000 RPM and Cell 22 has the same value 'X'. then copied the < 3000 Hz from the original MAF table.7:1 as it did with the stock programming. The increase in perceived load may also cause a slight DECREASE in part throttle timing.your initial metering is more accurate. This cell is NOT based on the very last LTFT the PCM was using. The theory is that the Vararam doesn't flow much more air at idle than it did with the stock. Floor it from a 40 MPH roll in 6th at 2000 RPM and Cell 22 has value 'X'. Cell 22 PE Theory Some people on the forums have claimed that Cell 22 gets the last LTFT value the PCM was using right before you entered PE cell 22. but I doubt that you will even notice it. but I am guessing around ½ a point. YMMV. The slight decrease in part throttle timing can be addressed if it bothers you. but I do not think that you have to worry about that right now. and learning must be done over. If these changes create additional WOT knock signals then a dyno run is a waste of time & money. If so. You will also find that as you are driving around during the day (after learning is complete) the value in Cell 22 does not really change no matter what you were doing right before entering PE. The value in Cell 22 can shift around during learning. Remember that every time you upload with LS1Edit the PCM is rebooted. If you do not have to worry about learning large LTFT values in Cell 22 then your job will be much easier. I know for a fact that this is not true. That is why you should give the PCM time to learn. If you run with very low (or zero) in Cell 22 then this will not really cause a . the decay in gear table in the throttle follower takes care of that.

1279 and 640 will yield the same result) Set your Max Engine Torque constant to 640 Enter abuse mode test > 8000 Enter abuse mode test < 1 Automatic Trans Trans Abuse Mode enabled "No" Torque Reduction vs Torque vs Shift tables to Zero Closed Loop Mode vs. so if you get your bolt-on car to run with less than 4% in cell 22 it should be fine. That gives you 4gm/s per row. When you make changes with LS1Edit your LTFTs will be temporarily reset back to zero. A stock Z06 runs with about 3%-5% in cell 22. Fan Temps My advice is to take the car on the highway for a while and see what temp your coolant settles to. This means the airflow range of 0-320gm/s will be divided into 80 table locations. if your car is running with high values in Cell 22 (>10%) dyno tuning will be almost impossible. Variable In this case the airflow variable is used on the lookup table to return a number. Keep in mind that this fan temp probably will not match up with the temp shown in your DIC. 2D tables are always set up as: Table returned value vs.significant difference. Set the lowspeed (stage 1) turn ON 5 degrees above the turn off temp. You will probably end up with an overly rich mixture on the street when the LTFT values come back up. Set the high-speed (stage 2) turn OFF 1 degree above the low-speed (stage 1) turn on. I think people are too concerned with getting a specific LTFT value. Now take your returned table (0-16) value and use it as the new axis against all of the . This means that the ratios you see on the dyno (with 0 LTFT in Cell 22) will be a lot different than what you get on the street when your LTFT values return to >10%. Disabling Torque Management Engine Set your Max Engine Torque vs Gear to 640 (If 1279. You will need to test a few settings to get it correct. Returned table value can be from 0-16. Set the high-speed (stage 2) turn ON 5 degrees above the high speed (stage 2) turn off. This is also ok since your car's initially delivered A/F ratio may really end up a bit leaner on the street as opposed to the dyno due to cooler air rushing in while driving. Airflow Table That table shifts/squeezes the airflow range down to a smaller size axis. already disabled from factory. If you get small values (<3%) in PE cell 22 then the small amount of additional fuel delivered by <3% LTFT in Cell 22 may bring you back to where you were on the dyno. This is your "Airflow Mode". Set the low-speed (stage 1) turn OFF about 3-5 degrees above this. OTOH.

and relies on the built in terminal program Hyperterm. Run the HyperTerminal program. it means the operating system does not see the port. Be sure you select the correct COM port. such as TESTPORT. This tutorial applies to a computer running Microsoft windows. The port may be defective. you may have to install it by using the control panel add/remove programs function. 'Connect To' dialog window will pop up.closed loop vs Airflow mode tables. Take care to connect to the correct pins (they are usually numbered on the connector) and do not connect or short to any other pins. These control the fuel charge to force oscillation. or the port drivers may not be installed correctly. 2. COM1. O2 Sensor Oscillation Adjust the O2 error gain tables at idle and in motion. disabled. You can work it forwards or backwards to see what the airflow is going to be. On the drop down box. in use. Radio shack part number 276-1538 is suitable. 'New Connection' dialog window will pop up. After Windows loads. Boot your computer. The usual method is: Click START/PROGRAMS/ACCESSORIES/COMMUNICATIONS/HYPERTERMINAL 3. Click OK. so some of the details may be slightly different for your version of windows and the accompanying HyperTerminal program. If your installation of Windows does not have the program. be sure to close any programs that may be running automatically to ensure they do not interfere with the tests. 'Port Setting' dialog window will pop up. One way to do this is to obtain a 9 pin D connector (female) which will plug into the serial port. If they plateau at the top you have too much fuel charge. The instructions below were written using a Windows 2000 system. but similar connectors are available at most electronic parts supply stores. 4. Leave all remaining pins unconnected. Troubleshooting a PC serial port How to test a serial port using Windows HyperTerminal. You may want to print these instructions so you will have them handy while you are working. Serial port Loop back test 1. Construct a test socket by wiring pins 2 and 3 together with a short length of wire. 5. . You can choose any name you wish. If they look lazy (tend to flat line or not peak) then add 10% at a time. select the com port that you will be testing. Note: If you don't see the desired com port in the dropdown list. Ignore the data boxes for phone or dialing information. In this example. click OK. Select the settings in each drop down box as follows: Bits per second 19200 Data bits 8 Stop bits 1 Flow control NONE When you have adjusted the settings. Enter a name for the connection session. Click OK. You can solder the jumper wire in place. because it is the only port that will be tested unless you repeat the test procedure for each port to be checked. You will need a method of looping back the serial port signal. Have this test socket handy for use in the following steps. or you may be able to use a test lead with micro clips at each end.

the local echo is turned on and it should be off. and to better control exhaust emissions. Spark Control Information Basics Why EST? To provide improved engine performance. then type in a few characters. and uncheck the ECHO TYPED CHARACTERS LOCALLY box. To calculate spark advance the computer uses information from the manifold absolute pressure (MAP) sensor and the coolant temperature sensor (CTS) as well as engine RPM. HyperTerminal main window will be displayed. click FILE / PROPERTIES. Plug the test connector socket into the Com port to be tested. Since it is actually the returned message which was looped back through the test connector. Be sure to find the correct physical port which corresponds to the port you selected in step 4. because this is the only port which will be tested. Click in the text window. Click the ASCII SETUP button. then click the SETTINGS tab. You can repeat the test for any other COM ports you need to test. then type in a few characters. If you still see no characters.6. Click in the main HyperTerminal window. it indicates that the port is able to transmit and receive. You should now see the message that you typed. 7. the computer controls spark advance (timing) with the EST system. How spark advance is calculated: ? Low MAP (low engine load) = more spark advance ? Cold engine = more spark advance ? High MAP (high engine load) = less spark advance ? Warm engine = less spark advance ? High RPM = more spark advance ? Low RPM = less spark advance Idle Relearn Procedure Automatic Transmission: 1 Turn off the ignition 2 Restore the PCM battery feed 3 Turn Off the AC controls 4 Set the parking brake and block the drive wheels 5 Start the engine 6 Allow the engine coolant temperature to reach 176 degrees F 7 Shift the transmission selector into the drive range 8 Allow the engine to idle for 5 minutes 9 Turn on the AC controls (Omit for 2000-01 model) 10 Allow the engine to idle for 5 minutes (Omit for 2000+ model) 11 Shift the transmission selector into Park 12 Allow the engine to idle for 5 minutes (Omit for 2000+ model) 13 Turn off the AC controls (Omit for 2000+ model) 14 Allow the engine to idle for 5 minutes 15 Turn off the engine for 15 seconds . If you see characters. To turn it off. better fuel economy. some aspect of the port is not working correctly. You should not see the characters that you type. When you exit HyperTerminal there is no need to save the connection file.

and probably the enthusiast tuner can use more of a cookbook. I did not disable the MAF at the time. The only place where trimmed-lean. third rebuilt trans argues against trans TM deletion.0. But it probably needs to be gone through at least once when you put cam. However. It has a definite purpose and benefit. It becomes more appropriate / necessary when you go to big cam or just want to strip stuff out of the engine compartment and air tract. I disagree that -5 to +5 is good for LTFTs. I also haven't had enough trouble from my MAF to warrant jumping on the speed-density tuning train. on an A4. elevating the airflow back-door elevates the "load" and trans line pressures etc. The big end I just worked over by eye and by KR events / O2 dips on throttle. naturally-rich might bother you is on transient throttle . I disagree with eliminating torque management. had him run logging sessions and observed the O2 readings to work the low end of the VE table over in a binary search sort of way. A +5 LTFT will show up as a 5% rich error.4:1. No LTFT above zero is my view. However I did work a remote tune by email with a guy off this 'board and I did have him run through a more methodical drill. I have tweaked on my VE table to improve idle and low RPM fuel trimming.1 resolution (1/10) Air Fuel Ratio Commanded Hi Res . I just tweak and smooth and observe. like 13:1 becomes 12.Manual Transmission: 1 Turn Off the ignition 2 Restore the PCM battery feed 3 Turn Off the AC controls 4 Set the parking brake and block the drive wheels 5 Transmission in neutral 6 Start the engine 7 Allow the engine coolant temperature to reach 176 degrees F 8 Turn on the AC controls (Omit for 2000+model) 9 Allow the engine to idle for 5 minutes (Omit for 2000+model) 10 Turn off the AC controls (Omit for 2000+ model) 11 Allow the engine to idle for 5 minutes 12 Turn off the engine for 15 seconds AFR PID Info Air Fuel Ratio Commanded Lo Res . even a grossly improved cat-back on. wrong with negative trims and I prefer this bias for other reasons as well. I'm a pinch and dash sort. This is why I run the fattest of the factory MAF tables with my 85mm. This was before SD tuning "caught fire" on the 'boards. really. The purpose is to not have any "mystery adders" to WOT fueling. repetitively. But I think for someone with low mods it may be just a detour down the scenic route. just in a different field. I did not go through the full drill as described.0009765625 resolution (1/1024) Jimmy Blue’s comments on this document – adapt and integrate I have approached tuning my car from a very different direction. But this is something I'm used to doing. eliminating it is much simpler than training it to play nice. The sheer number of people having to move up to their second. On the flip side there is nothing. you're trying to tune it tighter than that.0. headers. when I discovered the MAF table had no effect there and was having tip-in KR that was out of line with steady state spark advance tolerance. myself. just turned off his closed loop in a "diagnostic tune". more event / dislike-driven than a tuning plan.

PE section makes no mention of the PE MAP enable or TPS enable fields. unsteady MAP follows throttle opening and puts you into SD mode for some chunk of time) then transient KR will be suppressed and you can maximize timing for what the engine can take in steady pulling. some people suffer from late PE apply.and there a little enrichment is more likely a bonus. But you can't really get rid of the effect entirely. and then spend more time tweaking them back up. a/f ratio. just that I see some people go plunging ahead into things they didn't seem to really need to mess with.or the ratio difference between the commanded a/f ratio and the stoich. mid-MAP. getting a pedal responsive shift action is major fahrvergnugen. than one that encourages a routine series of tuning activities. pressures (cycle times and hardness) are very setup and taste dependent. Not to disparage the work. The diagnosis should come before the prescription. The shift speed vs TPS% table which it says to leave alone is the one that is key to around-town responsiveness and power band management at less than full throttle. You really want to first see the root of the knock event. Open Loop Fueling Open loop F/A vs. Personally I would prefer to see a document that is written more from the symptom -> treatment point of view. Coolant Temp Table The table represents the equivalent ratio values. a ping that comes in at (say) roughly half throttle. Lowering PE enable values may be helpful though too much.. It's too persistent once triggered and will splash over onto adjacent cells as you drag the tail through them in time. Like people with stock config cars jumping into speed density tuning..13 = 13. etc.00 . as a predecessor to tuning action.. I have reduced my KR attack rate and taken the decay rate way up which clarifies this some. Though we can all agree she needs to get her fat ass on the Stairmaster. These are something that can be worth playing with. Knock Retard with stock settings messes up your attempts to eliminate it by the histogram method. To determine what a/f ratio your car is commanding with the OL/AF table just divide stoich AFR represented in the PCM (14. I have posted a few Excel sheets (from nowobsolete tunes but still useful as a guide) with shift point settings. I think there's too little emphasis on figuring out what the car wants. Still if you pursue the method in the doc you will be taking timing out of cells that don't really need it. If you correct this (most likely it's the VE table. This is seen as a dip in the O2 voltage in the prior 1-3 frames. This is something I prefer to do in Excel where I can see at a glance the knock event and its predecessors. which represents a good bit of effort and initiative and is the most useful reference I've seen. with factory spark or even Predator-level advance (+6 degrees) has been from fueling shortfall on throttle opening. and you may see a drop in mileage without performance benefit. Transmission settings area I see (surprise) some stuff to disagree with as well..7 / 1. because it was the second thing on the list. In my experience all of my KR. But if you have transient KR and stock settings the KR will persist for many seconds and obscure the real timing tolerance. This is a street driving sweet spot (but maybe sour). Shifting points.7 / (value in OL AF table) ie 14. 14.7 roughly) by the value in the table cell.

You can then pick from the best result. your PE table should generate an AFR (use your WB O2 to log) that matches your commanded AFR. VE Tuning Notes – Add to VE tuning section My AFR table is modified but only to command the desired AFR I am looking for at those cell values. VE does not change your commanded AFR.To lean the car out decrease the value for the coolant temperatures in which the car is having the rich condition. and you should shortly find a minimum MAP curve (clip and scatter-plot MAP vs ECT at idle as you slide through warmup). but you might as well set about finding the line. and see how much improvement you can stand. One is. I use PE to increase desired AFR under load. . Back in the old days one school of shade tree thought was. It's just unfortunate that big cams elevate idle MAP into the area where you also need enrichment for high actual cylinder pressures. This makes the engine even less efficient at idle.. With your commanded AFR table and PE table set to the AFR you desire. If your tune is stock you may not like the values you see in a SD vehicle. Power enrichment. needing more air and raising MAP. cold part of the table down by 0. Log commanded AFR to see what your PCM is trying to obtain. positive feedback.. you should tune idle mixture for the highest vacuum gauge reading (lowest MAP).kind of)..95X per day. As you lower the enrichment the MAP will come down. and then back out. Re-enable when you are done. In more normal driving conditions I would modify my AFR table to be more temp friendly. It's a bit rich in places. But log idle MAP and ECT every morning right after you knock the OLFA. If the lines cross that would tell you to borrow some from one table and some from another. I have a multiplier of 1 on my AFR table for all cells above 140 F. This table is referenced any time the vehicle is in open loop operation (unplugged O2 sensors. This is probably not a bad way to go. the table scalar you should have stuck with.. cold/warm starts. making for more enrichment.. Two. at higher rpm. Disabling the LTFT's helps when you tune the VE table.. so your limit to leaning out may come from cold ping rather than idle quality. your AFR and PE tables do. whichever produces the lowest MAP and the happiest motor.. but I also only tune for a very narrow temp range as I race with no thermostat. I know as soon as my car is in PE by the change of the commanded AFR as I only run 2 AFR's.. If my table was not smooth the throttle transitions would suck. The stock table is not meant to be run full time... Problem is in getting any much cold idle time. you have a situation where you are grossly over-enriched. There you would have to compromise in favor of power I expect. Note that this table also likely supersedes PE vs RPM if you have a habit of getting on it. drivability / startability based until you find where it starts not to like going leaner. who knows what the car really wants for mixture when cold? I think here you just have to back into it. cold.

if you add +10 to that cell. but remember the PCM interpolates between cells. does it mathematically correspond to the afr you see?? ie 14.I am curious as to your tune.13=12. picture a cursor going over the VE table as you experience various parts of driving conditions. At low load points in the table changing the VE can drastically change your AFR.. so if you have a cell that is very drastic from the surrounding cells. If you log one cell and only one cell and log 1000 frames. if you lower the drastic cell and increase the surrounding. so you will not get a lot of data in that range. its easy to tune the low rpm low kpa cells of the table as you are in them quite often. adjust the surrounding cells as well (by a lesser margin) to keep things inline. Quote: Originally Posted by Black02SS Keith . Be sure to log the commanded AFR.. I think there may be a couple spots in your tune that may be throwing your VE table off which is why it may look the way it does yet your car still drives fine. When you do hit those cells..62857/1.. 14. Quote: I though the pe table was a multiplier of stioch. When you look at your VE table. which you can verify with a wide band against the commanded AFR to see how true your VE table really is. Remember WB's do have a % of error. Changing the VE does not affect commanded AFR. Quote: Originally Posted by HumpinSS But don’t you want to see commanded and actual match hence movin the ve table until that is achieved? Yes.The AFR Commanded Error histogram in HP Tuners VCM Suite makes VE tuning a snap. .. as it goes over very drastic conditions you may notice a slight hiccup in the way the car responds.. Every time I change a cell I change the surrounding cells to a lesser degree.. you achieve almost the same result for that cell while smoothening out the transition between the before and after cells. all my values correspond almost perfectly. A smooth VE table will result in smooth transitions. Also. and they will vary. however high load low rpm you may barely hit. Is your Open loop AFR table back to stock values as well after you adjusted the VE table?? Yes...96..7/1. it affects ACTUAL produced AFR. I use the multiply by half % feature when I paste in my histograms to my VE table.13=13... Is your IFR table stock? When you adjusted your PE table... add +5 to the surrounding cells. and you need to add fuel..00 commanded and then you tried to get the WB to match this for actual Exactly.

set the Open Loop F/A table to your desired values (Engine->Fuel Control->Open and Closed Loop->Open Loop F/A vs. About the only thing I use it for is no proportional change due to airflow variations at idle. Timing will throw off your fueling big time. Remember to make sure your low octane timing table is ok if you are in SD.set the closed loop enable temperature to something really high (Engine->Fuel Control>Open and Closed Loop) . some vehicles use it others do not. then fuel will be wrong as well as spark. Proportional Idle Table The whole purpose of that table is for different closed loop behavior at idle. The MAF circuitry measures this voltage. To make things simple.. Open loop SD Mode Configuration To do this you need to do the following: . Even with GM. the MAF Signal can be looked at as the VE Table Lookup in a . Spark is calculated based on load – and load data comes from data gathered from the MAF. With speed density A/F was calculated and commanded via a VE table. MAF Sensor Info The MAF sensor measures the air coming into the engine by means of a heated wire that is cooled by the incoming air in the MAF sable tube. MAP) . One cell may be a giant spike but average it with the surrounding cells and its semi-in range.set the PE table to your desired values (Engine->Fuel Control->Power Enrich->PE Enable % TPS vs.disable the MAF by setting MAF Fail Frequency to 0 (Engine->General) . I also tune idle and part throttle at 14. The MAF circuitry applies more voltage to keep the wire at a constant temperature. The MAF curve is the most important parameter used when tuning an engine. On a Speed Density vehicle if the VE table was set up wrong the A/F would be incorrect and the vehicle would be either rich or lean when compared to your commanded A/F. Remember...The reason some of the choppy tables work is because of interpolation. The MAF curve is essentially the plot between units of MAF voltage and the mass of the air flowing into the engine. Other than that. If the MAF curve is not right. Don't stab the throttle.tune the VE table until the actual measured AFR (on a WBO2) = the commanded AFR logged in the scanner. and make very gradual throttle transitions. . RPM->Cold) .if you have the EIO interface and a WBO2 with analog output you can log the AFR % error directly into a histogram and in a couple of clicks correct the VE table by the required amount using our copy/paste special feature.. ECT vs.7 because that is where I want to be. for VE tuning stay out of PE. Mixing the tuning areas in one event will make things difficult. This in turn tells the PCM how much air is flowing into the engine which then calculates engine load and controls injector pulse width. I tune my idle and part throttle separate from heavier loads and WOT. there is no right/wrong with this one. on a vehicle equipped with a MAF.

So leave it stock until you have determined by how much it is out. The important thing is you get a MAF with a known calibration. You can only get this info from a wideband and PCM datalogging. you will adjust the MAF transfer function until you achieve the 12:1 air/fuel ratio. Additionally. GM would have already gone through this mathematical mumbo jumbo to accurately flow rate these MAF meters. The Airflow Mode maps to a g/sec Mass Airflow via the Base Airflow Mode table. such as 50% load.6 or 50%. What you want is even and highest resolution for closed loop fuelling up to Airflow Mode 16 . Air Flow Mode and VE Tuning I’ve read this thread and understand the issues and mathematical principles you are talking about. If it only inhales 2.3/4. Load of volumetric efficiency is actually the measurement of how much air if flowing into the engine. but the electronics will not measure it. Suck through aka Draw through setups are usually easier to tune. If the MAF Curve is set up incorrectly. It is usually expressed in a percentage. If not. You have a blow-through setup it will peg sooner then the same combination in a draw-through setup. A suck through maf is usually best for blower cars. This allows for the best resolution in the lower RPM levels. or the amount you need to adjust the air meter transfer function by.6L of air in two engine revolutions (it takes two engine revolutions for all the cylinders to fill) then the load is 100%. By calibrating the MAF Function in this way. causing a possible lean condition. you will now have the correct engine load and a mass air meter that is working correctly. but most PCM’s will only acknowledge to 5v. so in these cases.speed density vehicle. The terms load and volumetric efficiency can be used interchangeably.3L of air. the vehicle will have the wrong AFR when compared to the commanded A/F. Pegging means that the MAF has reached its maximum capacity. Quick Notes: Try to use a MAF that only uses 80-90% of its range. The move into the Base Airflow Mode. On a blown car you can force more air into the engine that it’s actually displacement. you divide the commanded A/F into the actual A/F ratio (actual/commanded). To calculate a MAF correction factor. The PCM in this case will think the air coming in the engine is staying the same (5v to 12v+) so it will not add more fuel. then the load is 2. A MAF will output to battery voltage. But I will offer a pragmatic view and suggest you are all overlooking an important factor when fuel trimming. load will go above 100% If you command a 12:1 air/fuel for WOT in the base fuel table. You can bet that whatever you think it needs to be it will only be out by a few %. but more air will be entering the engine. You can this by opening the O2 Closed Loop Proportional base vs Airflow Mode table. the load calculations after the MAF pegs will be off. alter their gain by modifying the Base O2 Sensor Airflow Mode until it does. Because the mass air meter is now working correctly the car will be capable of adjusting the air/fuel ration on its own as air density changes. The best scenario is to have a MAF that will not peg.6L engine sucks in 4. The result is the correction factor. The VCM only has a resolution of to 9 cells for O2 switching. Firstly. Before anything you need to ensure your O2 sensors are swinging nicely at idle and in motion. Understand how closed loop fuelling works before thinking that the VE or MAF table is out. and will always require less range from the MAF sensor. it can physically still flow more air. If a 4.

Since my logged Dynamic Air calculated off the VE table was already inline with my MAF g/sec I didn’t need to and just smoothed it out a bit. Kind of like a car needs a driver PID Logging Information The Table Display is the main control window for scan tool diagnostic parameters. This will result in rock steady fuelling in closed loop. I now have excellent throttle response and fantastic fuel economy. resolution for each Fuel Cell you can modify your MAF table by the total average % of LTFT as shown in the LTFT histogram in HPTuners.pretty much all driving conditions. In the table display you are allowed a maximum of 24 bytes of data. You need to alter your Base Airflow Mode to suit your CAI plumbing to achieve this. If I was performing a SD tune I would then calibrate my VE table so that it is inline with my derived Dynamic Air calcs. Closed Loop fuelling is rock sold steady and won't change cell by cell . What you chose to list in the table display window is what the program will poll the vehicle for. The MAF merely provides g/sec measures to tell it what to do. So if you get it set at LTFT 0 for 15*C you can be sure you have good fuelling from -5*C to 35*C . My LTFTs are within +/-1 at all times. Base Airflow executes closed loop fuelling . I am taking the approach here that the MAF is the correct and the VE table is out .not the MAF. Each scanner refresh is termed as a frame. The I spread the remainder Airflow Mode Cells so that there is resolution of 2 cells per Fuel Cell. This is the approach I took and it has worked tremendously well.a common frustration when fuel trimming. Any gauges or chart displays opened will require the parameter to be listed in the table display for functionality. It is a new approach to fuel trimming and so would appreciate your feedback on your successes/failures. I have 3 Airflow Modes fuelling LTFT cells just off idle and to 12 g/sec. I am inclined at this point to believe the Base Airflow Mode table is the key to closed loop fuelling rather than the MAF. The following chart gives you an approximate of how many frames per second you will see: Single Channel Dual Channel 1-6 Bytes 20 frames/sec 40 frames/sec 7-12 Bytes 10 frames/sec 20 frames/sec 13-24 Bytes 5 frames/sec 10 frames/sec Step by Step Tuning for HP Tuners 2 Bar OS . The rate at which the scan tool refreshes depends on the vehicle make and the number of parameters you monitor. My STFT cells are mostly 0 and are rock steady under ALL driving conditions.spread over each of the 9 cells. Having nailed your fuelling cells and calibrated the closed loop switching Airflow Modes for max. Mine was showing up to 2% so I scaled it up by 2% to result in consistent 0 and +/-1 LTFTs across the board. It will change as the ambient temps. vary but by no more 1% per 10*C. Not all models support dual channel scanning. Some parameters require 1 byte where as others require 2.not the other way around.

23 1. 2) Copy your old VE table into the new 2bar VE table (we default it at 512) 3) Duplicate the 100 kPa VE row to all other rows from 105 to 210 kPa (copy/paste) 4) Disable Torque Management (Set to 640 for all gears) 5) Disable any engine or trans abuse 6) Raise P0101.114 1.23 1.114 1.123 1.18 1.23 17) Modify Dwell Time Modifier vs MAP table: 1 1 1 1 1 1 1 1 1 1.158 1.21 1.114 1.272 1.19 1. P1514 table levels.23 1.23 1.114 1.23 1.Pick a quality wideband.249 1. Do they both agree on % fuel error? If not.1897 1. Here is what I normally do for initial setup. If they do agree you can walk the throttle around or some light driving and start tuning the .23 1.8 to 1 above 3000 Rpm (no need for excess fuel when not in boost) 1.249 1.114 1.23 1.0029 1.204 1.204 1. 7) Raise Burst Knock Enable Cylinder Air levels 8) Disable CAT Over Temp (COT) 9) Disable Air Pump 10) Change your High/Low Octane timing from 3000 Rpm+ to 14 degrees 11) Ramp your IAT spark table to retard timing from -1* (104DegF) to – 3* (194 DegF) 12) Zero out any AFR spark correction 13) Set PE enable tables: 44 44 44 44 44 44 44 44 44 40 34 14 14 14 14 14 14 14 14 14) Set the PE vs RPM table to 12.23 1.2556 1.0476 1.249 1.23 1. Pre Dyno Tune checks: Run the vehicle at operating temp in closed loop. find out why.114 1. and use at your own risk.15 1.23 1.114 1. Ask questions about guaranteed accuracy before you buy.114 1.23 1.23 1.13 1.114 15) Set the PE enable Map to 65 Kpa 16) Set boost fuel table: 1.23 1.3 18) Setup scanner to log Air Fuel Ratio Commanded Hi Res.1108 1. 1) Run the 2bar upgrade.23 1.25 1. This is for reference only.0005 1.17 1. Compare LTFT + STFT readings to % AFR wideband error histogram.0144 1.23 1.23 1.114 1.

or at the track. There is no need to increase the timing past your peak HP. O2 sensors can be subjected to thermal shock if you don't do this. Copy that % error to your VE table again. At the Dyno 1) Use both your wideband and theirs. figure out why. If present. 4) Increase the pull another 1000 RPM. Custom OS’s and Fuel Trims There are two modes of open loop. 10) Monitor and correct any % AFR errors on the histogram. you can now tune any other part of the VE table. If everything looks good. Look at the %AFR Error Histogram. 3) Look at the %AFR Error Histogram. 5) Pull a few plugs and look for detonation. Watch your IAT and Coolant temps. this removes any moisture from the exhaust system and can help remove a lot of the crap in an exhaust on a car that has not been flogged regularly. 7) Set your 3000 Rpm+ spark tables to 16* for 91 octane. 8) Set your Boost Enrich AFR to match the fuel you are using. Wideband Conditioning and Dyno Tuning If you have ever watched an experienced dyno operator. to prolong sensor life. You will want to work on small “sections” of the ve table in the boost area.63:1!!!) Adaptive Spark and Knock Learn . Once you have the upper end of the fuel and spark tables dialed in.109. find out why. C11-C16. Does the AFR agree on both wide bands? If yes proceed. you can now decide on open or closed loop fuel tuning. and another that tries to apply STFT even though you are not in closed loop mode (or commanding 14. This can be done via an RPM holding dyno.non boost area of the VE table. If there is any knock retard. or hits KR. one that seems to ignore the O2's totally. 6) Repeat increasing the pull 1000 rpm at a time to cover the VE table until your redline. you will notice that they will do a couple of moderate load ramp tests first without the sensor in the tailpipe. etc…. 9) Increase timing 1* on the 3000+ cells until the motor stops making power. You can “Rough in” that % error on a small section of your VE table to get it close in the early stages. Remove 1* when you reach that point. or 21* for Motorsport 103 . 2) Do a base pull to 4000 rpm. Check for any knock retard. At this point you should see a trend on the VE table and be able to modify the upper cells you have not hit before the next pull.

though that's not really recommended unless you are tuning. if you find the scaler is spending alot of time off 100% then you need to revisit your spark maps. There is nothing wrong with bringing the scaler back up faster. B6213 . RPM.S you 'could' lock the scaler at 100%. as per most things GM have it set 'safe'. increase that value so it comes back to 100% faster. If you are using a custom O.. If any of the above are not met then the scaler will not be incremented. B6224. .B6217 change the 'learn window'. I think from memory the increment rate happens 10 or 5 times per second. Recovery Rate vs. Of course.If MAP is above {B6213} Min Map AND If RPM is above {B6214} Max RPM AND If RPM is below {B6215} Min RPM AND If Coolant Temp is above {B6216} Min ECT AND If Intake Temp is above {B6217} Min IAT AND Knock level is = 0 THEN Increment scaler back to 100% by the amount in {B6224} Knock Fast Attack Gain vs. also.