Originally Posted by
acammer
I found that when dialing in the VVE on my LS3 with a good sized cam (233/253 on a 112) that at idle (~850rpm and 68kpa vac) I have to have the VVE cut in HALF. At light cruise (~1800rpm, 55kpa) it's still 25% lower. The VVE seems to meet around 3200rpm under moderate (72.5kpa), and then beyond that for load or RPM the big cam leaves the stocker in the dust.
I used LTFT+STFT math, and that seems to work pretty good. Just make sure you're getting quality data - ie. don't reflash a hot car, restart, and immediately start trying to log your idle ranges. I usually hit the road with a warmed up car, drive a mile or two, then pull over, clear LTFTs in the scanner, and then start recording. Rinse and repeat till dialed.
For what it's worth I did the same as you to improve driveability, and getting the VVE dialed in and running blended helped a bunch with transient throttle response, and it smoothed things out some. I also found that taking spark away from the trouble areas helps too - under low rpm real light (nearly coasting - think 1400-1800rpm and under 0.24g/s cyl airmass) load having sub 20* of timing settles down some of those bucks and kicks - the engine doesn't have the torque with the low timing to make them so pronounced. You have to take care to blend that back in nicely so you don't get any wild changes, and it won't totally remove it, but it helps.
Also, getting your injection timing dialed in can be valuable. For me, my EVC is something like 25* later than stock, so I have EOIT retarded 30* from stock from 0 to 1536rpm with a slow fade back to stock by 3584 rpm. Helped with the fuel smell and fuel consumption at idle.