if cranking VE is 100 then thats ok, the lower u go with it then it thinks ur engine is less efficient so it adds more airflow for cranking, in the idle area u may have a maf OL startup airflow table that has values also sometimes they are zero sometimes they are populated just another spot to check its only a lookup for the start before the maf has proper airflow
or just lower the startup v ect v run table, dont worry bout all the values adding up as they are subject to alot of variables, just take 2 g/s out or 5 g/s at the startup temp u get the flare and see if it helps u will know straight away if its affecting it or not
No , my cranking VE is at 80%. I changed it because the camshaft makes the engine less effeicent. Do you think 80% is to low?Originally Posted by 07GTS
I did see a MAF steady state table for startup but it was all zeroed out.
What exactly does the MAF SS function do if its activated?
Your meaning the Min air ECT multiplier table, correct?
Did you look at the Pic of my log? Its not min Air that's too high, Its dynamic air that's sky high.
Im not sure how to take 5 G/S out of the Min ECT Multiplier table though. The formula that was given does not make sense to me.
If your meaning taking 2 G/S from the min air flow, the car will stall.
no not min air, the startup airflow table v ect v run, if ur cranking ve is at 80 u can try 100, all the maf ss does is give the maf an airflow value to use before it has enough actual airflow to read but if yours is zero then its not a table in use
OK that makes sense now. Thanks for the replies dude. For some reason I had it in my head that startup airflow couldn't be less than Min idle air flow, but looking at my stock tables they start off a bit higher, then taper down to less than what the min idle air flow is.
So I'm going to assume that the startup air flow directly affects and will change dynamic air flow?
I will mess with it over the weekend and report back
First of all, I have been in the automotive trade for almost 30 years, and when someone tells me I don't need to make changes and just leave things stock without any kind of an explanation but then goes on to brag about everything they have done, that person is considered a condescending jack ass in my books.
Yes, I did take a shot at you, however that was a direct response from your various jabs in my other posts that were completely unnecessary.
Believe me, if you offered me any advice that was helpful instead of your condescending attitude I would be more than happy to hear what you have to say.
In previous posts, you had stated I did not have to modify my throttle torque follower or my Virtual torque tables to solve my issues. Well bud, I got news for you. I listened to a few other members on here who had some much better advice than what you have given me and I can personally vouch that the modifying the Torque and follower tables did indeed make a difference. I have a beautiful running car that needs a few small tweaks here and there. So yeah, I'm calling you out on your shit and you should be ashamed of your self for giving bad advice.
You also don't even really read the posts before responding. I have clearly stated in most of my posts I am trying to learn and understand the various functions of HP Tuners yet you still insist on telling me to put things I question back to stock and offering no other insight. Like do you just want to hear yourself talk or something?
I'm not at all interested in any kind of dispute or Dick measuring contest with you either, so just do us both a favor, If you haven't got anything constructive to say stay out of my posts please.
it may affect dynamic as it will prob affect vve at that first part of the engine running, but as long as the flare lowers then u know its helping, thats why i mentioned 5g/s lower as that should be very noticeable or may not even start but either way u know what affects it
The issues you were or are trying to solve by changing VT or TF are caused by other tables being off. If those other tables are adjusted correctly you most likely won't have to touch VT of TF. That's the gist of this. I've said it repeatedly but you're blind to that.
I'll say it again for others reading through. If your primary tables are set up correctly in these things, there's very little else to do.
I don't think I've said anything to you that's condescending. If you're taking things that way, that's on you.
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You see, this is the part you don't get. You come on here saying I should put things back to stock and that's my problem. Then, if you even give an explanation its extremely vague and not very specific as to what needs to be dialed in. You say "primary tables" yet nothing else. Yeah you have said that repeatedly and tell me I'm blind to that, yet fail to realize that its you that's not elaborating on whatever it is you are trying to say which only confuses people and helps no one. That in itself is condescending
My thread is about ECT and min air flow and now some startup airflow. I want to understand these things and all you keep saying is put them back to stock. Your a PITA and if that's how your going to respond please steer clear of my posts.
There have been others helping me who have given much better advice than what you have, and netted some very positive results.
Well, yes...... Dynamic air is the value that air and fuel calculations are made from, but isn't Dynamic Air a predicted calculation of VVE and MAF?
I just realized I only posted a snap shot of my log. I will post the entire log for you guys to look at.
You can see dynamic air is ridiculously high for the first 1-2 seconds after a cold start, but even after that its still 2-3 G/S higher than min air flow until 60 degrees Celsius.
Then Min idle air and dynamic are pretty matched after that until full engine operating temp.
This is what leads me to believe I need to raise the min air to match dynamic air, using the ECT min air multiplier at least up until 60 degrees. But also need to decrease tge startup air flow during those first 4 seconds of engine run time that the startup air flow table controls.
Does all this sound accurate?
I will definitely mess with the startup air flow and see where that brings me.
24-02-25 cold start ect min air flow log.hpl
the running after looks like u have too much air at the start first 20 sec when its running as u can see adapt spark taking a heap out to try and lower it until it then warms up and settles down to correct
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