VVE and MAF Tuning

[GHuggins]

Same one for cl or ol since it's filtering airflow instead of fuel - The filters Sirius posted above are what you would use if failing the MAF.

ABS([50040.71]-[50040.71.shift(-10)]) < ([50040.71]/[50040.71.shift(-10)])*0.1 & ABS([2311.71]-[2311.71.shift(-10)]) < ([2311.71]/[2311.71.shift(-10)])*0.1 OR [50090.156] > 95

[morepowerjoe]

Same one for cl or ol since it's filtering airflow instead of fuel - The filters Sirius posted above are what you would use if failing the MAF.

ABS([50040.71]-[50040.71.shift(-10)]) < ([50040.71]/[50040.71.shift(-10)])*0.1 & ABS([2311.71]-[2311.71.shift(-10)]) < ([2311.71]/[2311.71.shift(-10)])*0.1 OR [50090.156] > 95

Thank you so much Greg.

[hjtrbo]

Oh no sorry to confuse you. You can use the UMAP term to filter SD tuning and the UMAF term to filter MAF tuning. Make sure you're filtering airflow not the sensors themselves, and be sure you're logging the channels for them. Proceed as normal for each as far as failing the MAF and high rpm disable stuff. When I said don't touch those I was speaking about using the DynAir tuning method for simultaneously tuning both airflow models.

SD:

ABS([2311.71]-[2311.71.shift(-10)]) < ([2311.71]/[2311.71.shift(-10)])*0.1 OR [50090.156] > 95

MAF:

ABS([50040.71]-[50040.71.shift(-10)]) < ([50040.71]/[50040.71.shift(-10)])*0.1 OR [50090.156] > 95

Double check the TPS number matches the designation for your TPS sensor in order to catch WOT pulls.

You might still want to give the DynAir method a try. It's pretty solid.

I think using tps is the wrong approach for PE. For example FI applications can be MAP & TPS. Also, being that PE TPS is effective area rather than TPS blade angle, or that there are many TPS to choose from, I recommend using fuel trim cell = 9 for PE, 14 for O/L idle (close enough) and 15 for DFCO. Currently your filter will allow that data through which is not ideal.
Recommend: [6310]=9

Further, after a transient or coast to run condition, there are scenarios after uMAF, uMAP= 1 and if closed loop correction PI terms and / or transient fuelling is not optimum then large fuel trim corrections are made for a short time until the system settles down. Again, not ideal.
Recommend: ([6310]=9 OR [6310]=14 OR [6310]=15)=0

[GHuggins]

I think using tps is the wrong approach for PE. For example FI applications can be MAP & TPS. Also, being that PE TPS is effective area rather than TPS blade angle, or that there are many TPS to choose from, I recommend using fuel trim cell = 9 for PE, 14 for O/L idle (close enough) and 15 for DFCO. Currently your filter will allow that data through which is not ideal.
Recommend: [6310]=9

Further, after a transient or coast to run condition, there are scenarios after uMAF, uMAP= 1 and if closed loop correction PI terms and / or transient fuelling is not optimum then large fuel trim corrections are made for a short time until the system settles down. Again, not ideal.
Recommend: ([6310]=9 OR [6310]=14 OR [6310]=15)=0

So just add in the phrase OR plus the above portion to the current filter then?

[SiriusC1024]

That's a great suggestion. Differentiating between CL and OL by filtering for 6310 would be better than filtering TPS. Could you explain what the 9, 14, 15 equaling zero means? I don't know what these CL states indicate. You already stated what each number does, but is there a chart for all the different modes? Is there somewhere in the tune where these exist as a table?

[hjtrbo]

___PE existing filter___ AND [6310]=9

___CL existing filter___ AND ([6310]=9 OR [6310]=14 OR [6310]=15)=0

Somewhere in the Gen4 section; I can't remember who broke the FTC down for us.

([6310]=9 OR [6310]=14 OR [6310]=15)=0
If fuel trim cell is: PE or OL Idle or DFCO then do not allow data to pass through

[eXo3901]

https://www.hptuners.eu/help/

Working with VCM Editor>Parameters GM>Engine>Fuel>Open and closed loop.

FTC are covered briefly near the bottom of that help page. Newer platforms may be different.

[cpd004]

So when I was logging I was using Cringer's math expressions using only the stft. I don't know if that matters or not but I am logging ltft so I just changed the math expression to the one with the stft and the ltft and it looks to be the same data.

I had some issues a while back where the scanner was not producing the expected results no matter what I'd do. I kept thinking it was a laptop issue. I went over everything multiple times and still was getting no where. Finally, last ditch effort was a fresh start over again with a clean install of scanner and building from there. Low and behold everything started functioning as I expected. I'm by no means one to take advice from, but this may be an option for you.

Oh no you where thinking I was using the traditional way of tuning the MAF and VVE but I am in fact trying to use the DynAir to tune the MAF and VVE stuff all at the same time. Sorry for the confusion. When I was referring to the PE stuff I meant for the DynAir tuning. So do I set the high rpm disable back to stock for DynAir tuning?

My understanding is start with an 'as operating' tune file albeit I have read somewhere that LTFT are disabled (maybe Cringer said it?). That said, they are a part of the math formulas here:

https://forum.hptuners.com/showthrea...-the-Same-Time

So I'm guessing that despite this, even if they are disabled, resetting them upon logging would be the right step?

Here is the math, copy and paste into your own math xml file. Also, be sure to use the proper filters no matter what method you use!

MAF CL
(([2320.71]+([2320.71]*([50116.156]+[50114.156])/100))-[50040.71])/[50040.71]*100

In layman's terms: Dynamic Air + dynamic air + LTFT + STFT....

[morepowerjoe]

So when I copy and paste multiply % by half into the VVE table and then calculate coefficients do I then interpolate the larger to smaller errors to smaller to larger errors and then re calculate coefficients again? Or does it matter if it's in a different zone?

[SiriusC1024]

No. Interpolate before. The shape after hitting calculate is the result of curve fitting.

[rabbs88]

Make any changes to your VVE table before you calculate coefficients, including interpolation, hand smoothing, ect. Explaining exactly how the VVE works is kinda complicated but I find the best thing to do before you start is adjust your zone boundaries to the smoothest you can get it before you start making any adjustments. Smooth is key. Will help a ton in the long run

[morepowerjoe]

Ok so I got that down but what I don't understand is after I fix this lean spot and hit calculate coefficients it goes back to the lower value again messing up the flow of things. Does it even matter if it's in a different zone?

Screenshot 2023-09-07 070458.pngScreenshot 2023-09-07 070931.png

[SiriusC1024]

It's because of being in a different zone.

[rabbs88]

Agreed. Like I said before. Smooth your zones first

[morepowerjoe]

Ok, thanks guys, I really appreciate your help.

[morepowerjoe]

So after I got the zones dialed in what's the next step? Do I then try to blend zones together?

[SiriusC1024]

Make corrections based on log, smooth, hit calculate coefficients, log again.

[rabbs88]

Post your tune and log and I'll show you want I mean

[Les10]

11 minute video on how to do it linked here in the first post:
https://forum.hptuners.com/showthrea...-the-Same-Time

Use the filter from post #144 here:
https://forum.hptuners.com/showthrea...-airflow/page8

After that it's just like any other type of tuning where you copy-paste special into the tune.

Make sure you're logging Dynamic Airflow, Mass Airflow, Volumetric Efficiency Airflow.

Oh yeah don't fail the MAF or change High RPM Disable. Leave it factory settings. That's the point of the tuning method.

If you want to plot the filter to see its activity then make a user math for it separately. Right click the chart area to add. Select that math parameter you created. Make the min/max limits 0-8.

Was able to tune VVE PE & MAF PE simultaneously after multiple viewings of the video as well as the posts in this thread and the 'What is dynamic airflow' thread. Had wideband in driver side upstream O2 port & after removing it, restoring the fuel trims & re-enabling DFCO etc. the fuel trims look way better than I have ever seen, very good. Did not start with the narrowband tuning 1st because I had been fighting with VVE wideband tuning & was already setup when I decided to give the DynAir approach a shot. Will be doing the nb simultaneous DynAir part soon. Thanks to Sirius, Cringer & all the contributors for sharing this & all the other help I've received here. This forum is an awesome resource.

[SiriusC1024]

Kickass thanks for the feedback.