I am just starting my journey down the tuning rabbit-hole. A little background one me: I was an Avionics Technician in the US Navy for 8 years and I am currently an instrument and controls technician at the only nuclear powerplant in the Pacific Northwest. I have been a car guy as early as I can remember. My affinity for Mopars was instilled by my father, and I currently own a 2009 Challenger R/T with a Tremec 6 speed. I rode dirt bikes semi-competitively when I was very young and I currently autocross my Challenger for the lulz. I have more experience in driving cars than in wrenching on them, but I'm not totally green in that respect.
As for my car, I have some light modifications on it for now. It has Eiback lowering springs and Bilstein struts, and AFE cat-back, JBA long tube headers with catless mids, a mopar CAI (was on it when I bough it), and 6 piston Brembos off of a 2021 Hellcat Redeye. I run it on the street with satin black hellcat style 9.5" wide wheels on 245 Continental DWS06. When I go autocross, I swap in 20x9.5" up front and 20x10.5" rear wheels of the same style wrapped in Yokohama AD09 245 front and 275 rear. It got a dyno tune with the exhaust which put 373tq and 363hp to the rear wheels. I have a 392 intake, CAI, spare heads with larger intake valves w/ a 3 angle valve job and .625" springs, new pushrods and lifters, and a BTR Truck Norris camshaft yet to go into it this winter. All of this will get another dyno tune.
Currently, there are some drivability issues in certain conditions that are rare but repeatable and I'm not entirely confident in the health of the tune, which is why I bout the MPVI3 to log and make adjustments. I am very new to all of this but I have learned a lot in the last couple months through YouTube and HP Academy. The biggest issue is that most of these tuners use GM as a baseline and the basics translate to MOPAR but not directly. On the forum to learn as much as I can.
I will make another post in the dodge section with more specifics on my issues, but I appreciate everyone's knowledge and advice.
1 (should have been obvious): Set up logs tables to mirror the appropriate tables in the tune. I was initially running a bunch of tables off of MAP vs RPM instead of Aircharge and P/R Ratio. Time wasted.
2: Turning off VVT via Engine>Airflow>Variable Camshaft>General>Equipped>Disable does not lock out the variable camshaft. Log is picking up changes in both exhaust Cam desired angle and cam centerline. So apparently you can run VVT off of the Speed density tables but it doesn't seem like it's going to be easy. Part throttle VVT table looks unintelligible. Cam angles spike and fall for seemingly no reason, and changing these parameters will have to be a slow process to avoid drastically changing VE tables.
I am currently logging tables for Knock Retard (KR), Short Term Fuel Trim (STFT) Bank 1, STFT Bank 2, Spark Advance, and Exhaust cam angle
As far as I (think I) understand, the exhaust cam angles are Exhaust Cam lobe centerline angle and the smaller number (83) is fully advanced and the larger number (130) is fully retarded (like me). If this is the case, I'm not sure why the cam angle moves back and forth throughout the rev range, especially under WOT. Theoretically, fully advanced will make the most low end power and the cam should steadily retard from there to produce high end power, but the stock cam tables don't do this. I would like to change this and make it make sense.
I'm working my way up to getting into training the NN since that's the only way to safely and reliably use VVT and I want to be able to do as much tuning as I can myself when I drop a cam in this thing.
The latest version of the tune and last log file are attached for your amusement.
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