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So would the other transient values have to be done in a new thread or can we continue working on transient values here?
Minimum pulse width adders, accel/deceleration ratios, wall setting, etc?

So far all I can see is to turn off transient all together and dian in MAF best you can then turn transient fueling back on and adjust for the EQ changes found between having transient off and then...

My cars tables are zeros in the normal operating range so that's one less thing that needs adjustment.
Now these values I see that represent fuel evaporation from the heads and that boundary...

3) I was pretty sure VE or volumetric efficiency was SD or speed density tuning but never hurts to inquire.
4&7) these set points are boundaries for a min or max amount of fueling change between...

So then this is where after tuning MAF on the road I then do the heavy idling, shutting car off and then logging the AFR changes and making small incremental changes to the surrounding ITT cells...

It does very commander mark. Correct me or extrapolate where possible please.

1) I'd NEVER tune with narrow bands and use my Wideband but needed to understand the 300 and 650 limits in...

So then the question remains as to what zeroing the home cell means? At idle with normal to just higher and lower cells above and below get zeros and the rest get tuned right? So what's the logging...

So my 300 min or 650 max lean/rich set point once it falls below or above this Value then switches to the VE table or the MAF depending on whether I'm using SD or MAF for my calculations of VE?

Now that's just awesome. Research, research and dang.. so after reading all that it seems I should go back to MAF tune and get it within 1% then do the Injector temp offset calibration process right?...

Yep yep.

I do clear LTFTs but had an idea that the LTFTs stayed constant and STFTs added to them. Also I have chased tail enough so wanted to be sure about my understanding before going back to the MAF or VE...

Did they ever get back with you?

Weird because it populated before under WOT and my idle was at the 21kpa level before I started tuning with all these features turned off. I did road tune it quite extensively so wondering why idle...

I might not have explained it right. So when I 1st started tuning the idle MAP was at 21 but after tuning so much with all DFCO and disabling the enrichment for cooling converter etc it moved up to...

Much appreciated advice and just to be sure I understand everything correctly. Is it wise to disable STFT table while SD tuning and using only the EQ error to adjust VE table? 2ndly how do you...

Excuse my lack of knowledge but isn't keeping the MAF out of the equation by kicking in above any RPM range I will see and keeping the spark tables the same helping to ensure those 2 don't mess with...

Well may I ask what was forgotten in order to properly SD tune it as that's what I'm trying to do?

I disconnect the MAF all together and was told that while SD tuning it's best to keep both spark tables the same. Also this is a street car with only an X-Air intake and Granetelli MAF upgrades....

The Granatelli MAF that's patched up to 15k Hertz. No I didn't want to start that process until I was sure that the VE table was properly done in SD mode. From my understanding if the VE table isn't...

I am new to tuning but am currently in process of gathering all information to flash my 1st and am thinking obviously it is best to flash with correct cylinder airmass right? I mean if the car is 6.0...

I am new to tuning but am currently in process of gathering all information to flash my 1st and am thinking obviously it is best to flash with correct cylinder airmass right? I mean if the car is...