Correct steps for a blended MAF/VVE tune

Novice tuner here. So I recently purchase a Procharged 2012 C6 Corvette. The car was roughly at sea level when it was tuned and I'm at 2500 feet and the car was running pretty rich. Currently dynamic airflow is set to disable at 3000 and re-enable at 2900. I believe I have the MAF pretty close and now want to start on the VVE. I've watched a lot of videos and read threads about tuning MAF and VVE separately but would like to know what is the correct way to go about a blended tune. Do I just fail the MAF now, tune the VVE table then re-enable the MAF when the VVE table is done?

The thread explaining it is literally right here on the front page. It has posts from 2023 up to yesterday.

Quote:

---

Originally Posted by gametech

The thread explaining it is literally right here on the front page. It has posts from 2023 up to yesterday.

---

If you're referring to the thread of tuning the MAF and VVE at the same time, I've seen it. I've also watched his youtube videos. Its a bit over my head

Both can be tuned at the same time, no need to fail/disable anything. Adjust the VVE just like you do the MAF (LTFT + STFT, or wideband(s) if you prefer), making adjustments to both at the same time. Reset LTFT (via the Scanner) after each adjustment/before logging the next drive. If you have variable valve timing, note that you can only make standard adjustments (multiply by %, etc.) to the base VVE table (intake and exhaust angle set to 0), so set your cam baro tables to 0 while logging to keep the cam(s) at 0 (when the base table changes so do the rest of the tables). A good check to see if you're heading in the right direction is to log "VE Airflow" (parameter ID [2312] I believe) and compare that to your MAF airflow - if your MAF is accurate within ~2%, and your VE Airflow more or less matches your MAF airflow, you're doing something right.

Edit: is variable valve timing only Gen V, or Gen IV too? In any case the rest still applies. meh.

Quote:

---

Originally Posted by KillboyPowerhead

Both can be tuned at the same time, no need to fail/disable anything. Adjust the VVE just like you do the MAF (LTFT + STFT, or wideband(s) if you prefer), making adjustments to both at the same time. Reset LTFT (via the Scanner) after each adjustment/before logging the next drive. If you have variable valve timing, note that you can only make standard adjustments (multiply by %, etc.) to the base VVE table (intake and exhaust angle set to 0), so set your cam baro tables to 0 while logging to keep the cam(s) at 0 (when the base table changes so do the rest of the tables). A good check to see if you're heading in the right direction is to log "VE Airflow" (parameter ID [2312] I believe) and compare that to your MAF airflow - if your MAF is accurate within ~2%, and your VE Airflow more or less matches your MAF airflow, you're doing something right.

Edit: is variable valve timing only Gen V, or Gen IV too? In any case the rest still applies. meh.

---

No variable valve timing so that simplifies things. I'll give this a go. Thank you! I do appreciate the help.

I reccomend especially for new tuners to disable the MAF, tune VVE then renable the MAF later if you wish.

Being procharged. I'd do a 2 bar OS and leave it in SD.

Quote:

---

Originally Posted by Alvin

I reccomend especially for new tuners to disable the MAF, tune VVE then renable the MAF later if you wish.

Being procharged. I'd do a 2 bar OS and leave it in SD.

---

So I went 2 bar OS and I'm having a tough time with a very rich idle/low speed issue. I am using all the same data as the previous MAF tune. I started off with the previous VVE table as the start of my VE table. It doesn't seem to matter how much fuel I cut from my VE tables, my AFR doesn't change and it still runs rich.

I wasn't happy with the low speed drivability of the previous tune.

ID 1300 injectors
Fore triple pumps
Procharger F1C
LS3 stock cubes. 10:1
230/250 116 cam


Attachment 159949

Attachment 159950

What happened, why did the injector data & fuel system type change between now and a few days ago, according to the changelog?

Quote:

---

Originally Posted by blindsquirrel

What happened, why did the injector data & fuel system type change between now and a few days ago, according to the changelog?

---

Sorry. Wrong file.

Attachment 159996

So, it's scaled by 50% for the injectors. Your Flow Rate table is 'flat' like for a boost/vacuum referenced regulator. But your Offset table is still 'sloped' like for returnless. Which one is correct?

When you went to the 2-bar OS did you also change to a MAP sensor that just miraculously happens to have the same linear/offset that the COS defaults to?

I predict this is gonna get real expensive real real quick.

Quote:

---

Originally Posted by blindsquirrel

I predict this is gonna get real expensive real real quick.

---

*laughs in temu*