Absolutely the best HP Tuner Guide videos on TH-cam!!! Thank you for taking the time to put these together. Please continue with adding videos to your GEN 3 playlist. There are many people out there (like me), swapping Gen 3 engines and need this information. Your detailed information helped me make the decision that I need to try and learn this. I will be referencing this series in my progress videos. Thank you... Mike!
The default units of percent shows whole numbers in the cells, but if you copy the table and paste it into an excel spreadsheet, you will see that it's actually calculating out to 13 decimal places. You can change the VE table units to PPM to get finer control (equivalent to 4 decimal places) when editing the map by hand. You can paste your logged EQ error table into an excel spreadsheet and fix any cells that you know are skewed by transient loads and do some interpolation before multiplying into the VE table. You can also use excel to format the tables so that you can transfer them into Tunerpro so that you can use HP Tuners to do the logging and math and then use Tunerpro to edit the bin and write it with PCM Hammer or LS Droid. Be aware if you do this that the math may not be the same between HP Tuners and the Tunerpro definition and additional corrections may be necessary. It's kind of a pain in the butt, but if you're on a tight budget it can save you some credits.
Now I have to watch this ten more times to fill in the gap in my head. Thanks cause this video was huge for me and my boosted 411 PCM swap. Thank you!!
Another Great Video here.. I did notice you mention one thing, which was actually BAD advise(unintended) for anyone running an Automatic transmission(specifically Gen 3 trucks and Suv's). You mention simply Unplugging the MAF sensor. Yes, this is the most simple way of doing things, but aside from the obvious and relocating the IAT sensor out from the MAF itself, so This can be done while still getting the IAT sensor readings from an external sensor... The PCM in the Gen 3's are also used for the TCM. Even though HPTuners does not show all the tables ch(for good reason) allowing the tuner to change the values, the PCM still needs the MAF plugged in because it needs the MAF sensor airflow value to determine the load for the transmissions commanded torque values. In short, it may have no idea how much pressure to command for the shifts. I know in some of the more recent updates, HPTuners has added a table for these values into the editor, but it has a Warning suggesting not to edit the values at all. I've heard about guys on the forums destroying their transmissions because they simply unplugged the MAF and neglected this variable that the TCM needs in order to operate the shifting of the transmission properly.
@@stevejordan1354you can get around this by simply failing the MAF in the tune settings. It’ll default to SD mode that way and you also wont need to wire in the separate IAT sensor. I’ve found that the MAF tends to have more accurate iat temp readings than the external iat sensors due because they can be delayed.
I just dialed in the VE table on my new build. I got to a point like you said of overshooting... I found you can add decimal places to the map right up top via the icon to the left of the smoothing icon. Good stuff sir.
So the error afr numbers are how far off from commanded afr? And when I convert it to my ve table if I’m lean I need the numbers to be higher to truck ecu to send more fuel and opposite of rich ?? Ive only had this mpvi3 a week so far and your videos are awesome instructions Thank you
Took me a while to get the histogram right. Im doing 3bar. And you have to select 3bar map in the pids. Not the regular map. It was staying at 30 kpa on the histogram chart while i watched it move on the graph. Im sure it is hard to make a one size fits all video. Still very helpful, thank you.
at 13:15 you are talking about whole numbers and accuracy, if you go to the top of the graph just to the left of the smooth selection you can add decimal places to your numbers.
Yeah just noticed I didn’t have dfco switched off. Amazing how much better steady cruising got. No more bucking and surging. Also my afr error was way better.
"If you have a flat plane crank you probably don't need me to show you, how to do tuning" pause. HAHAHA I loved that part of the video. Had to re watch those few seconds.
My '05 6.0 truck has the Open Loop STFT enabled, located in the open loop tab. I noticed yours was already disabled in the video. Great lesson though, thanks!
That is the efficiency of the motor in percent, so if you have a 6 liter and you're at 100, your are moving 6 liters of air and it will use that to calculate how much fuel to add to hit your commanded AFR
Thank you for going into detail in your videos. I use efi live so it takes a min to get same maps pulled up but love the videos. Keep me coming and thank you for sharing knowledge
Great videos, super new to tuning an hp tuners, have found your content far more helpful over Others!! How ever I’m learning all this just more my own use, have built a gen lll ls1 turbo combo in a non ls based car, so stand alone loom,powerglide ect ect, wondering if you could cover some of the stuff involved in a file for first start up of a new engine, never run it befor so have no previous files, turning off vats? Transmission stuff for the powerglide I’m running? How much to increase fuel for first start up? Just don’t know what to do to get it running so I can even start logging anything, forgive the silly questions I’m really new to all this
Hi, first of all thank you for your all videos! I have ZL1 camaro 2019. The VE table rows (Baro pressure ratio): How can I find this sensor? It's not MAP presssure
Thank you very much for these videos. I’m completely new here never tuned before and I’m still learning how to navigate hptuners as well. I created everything as you described step by step but I can not get it to plot anything in the graph. I also noticed that my wideband channel disappears when I press record. It is an aem uego wideband that previously worked on a different setup a few months ago on my brothers car. I still see commanded afr but I lose wideband signal. It works on the gauge not on the data logger. Thank you for any help in advance!
Im having an issure getting the afr error to work. My wideband is wired in throught my ac pressure sensor. Can i create a math user with formula to do this?
Wow, this is a great video. I am new to tuning and this just answer a blackhole of questions I was wondering. Thanks Kyle! Any chance you could touch on (GEN 3) idling with a non electronic trans? What does the PCM use? Base Idle Airflow? SD? How does the PCM know whether it's in park or not? Does it matter? etc..
He was just opening the ve table, so that when you are building you sd graphs in the vcm editor you can just click back over to get data off the graph, There was nothing missed.
Need to pick your brain again. My car is an 05 GTO so it's a gen 4 with gen 3 software but my question is on the histogram set up cause ive had issues logging. Can I use Eq error or does it have to be AFR? Also with the pro link on my failsafe am I running generic math for my parameter or something else? Slowly figuring this thing out but having a non common set up it's been a little bit of a struggle here and there.
Why would you disable the dfco for this? What does it change for the histogram? Im really trying to follow along and ive gotten a lot of valuable information. But when you skim over thing like this it throws a wrench in my gears. I have to google what it does and try and find out why you are turning it off. Im completely new to the tuning world. I come from old school cars. Is there another video that goes over these types of things?
@GoatRopeGarage is this a good way to do the VE Table Tuning BEFORE tuning the MAF sensor? Meaning this is the process for a strictly Speed Density setup only but could the maf be tuned the same way after using the AFR Error?
What if I am running a supercharger or a turbocharger is it still the same ?I mean we need a video like when I install a turbo or a supercharge what to do basically before tuning the ve and the spark these details are the most important can't find a video on TH-cam about this don't know why could you do a video that explains tuning both turbocharged and supercharged applications explaining how the process works for all gen 3,4,5 I think everyone needs a video like this if they are tuning themselves thanks by the way for all these videos .
Bin following you for some time now and love the knowledge I am to gain from your vids. I have 89 V2500 6”lift w/35” tires 4.11 ratio rear axle with a gen 3 motor that was built for NOS but currently not running NOS, w/BBK tb DBW, 4l60e ect ect the only thing stock is coil packs. My question is could you maybe take a look at my tune and kinda guide me in the right direction to get this thing right?
Hey Goat Rope, thanks for this info! I'm trying to figure out why my VCM Scanner is showing 310 for Idle Air Control Position? It has no output, stays on 310.
Can you go over setting rev limiter settings? I’m having some trouble figuring out what I need to do or as to why it won’t do what I have set my dfco at..
You have a lot of great content thats easy to follow and understand! Thanks for sharing your knowledge. .. Question for a gen3 turbo; what should i target my afr's for 1-7psi as i transition to full boost at 14psi?
@@Stephenrushlow 38 man, that's rough, you running an upgraded fuel lobe on your cam? Torque table shouldn't be causing any knock, it will pull timing if you max out power but you should be seeing that on your scanner. You running meth injection yet?
@@GoatRopeGarage Huge thanks for these vids and info man! Wanted to piggy back on this question real quick, can you give some knowledge/advice on PE vs Boost Enrichment when using a modified 3 bar OS?
Love the vids I watch them until almost know them word for word lol, have you got any tips on hitting all the cells, I can go on a short or long drive but still can’t hit most cells on the table, makes it kinda hard to build my ve fresh from stock, got stage iv cam setup. Thanks bud
Leprechaun Laboratory I have a Chevrolet Caprice Turbocharged But I'm having a problem maf I would like to know If I could do without it And count on map
So I set up the aft error table just as you did here and it shows -93 for most of my data, but the truck runs great-even better than having the maf back on. What did I do wrong? HELP!!!!!
Thanks for all the great videos !! what controls afr cold start and cold run in speed density my afr is running 10-11 cold but when it warms up it is 13-14 I am talking idling gen 3
I bought a Chevy c10 with an 2000 ls 5.3 in it. It’s set up for speed density. It doesn’t have a turbo or supercharger on it. It has a btr stage 4 cam cold air intake and 3inc exhaust. Sometimes when I start it I can’t get the rpm’s to come down. It will idle at 1300rpm when it’s usually around 800rpm. Also it’s been running rough, when I floor the truck my afr gauge goes blank and there’s no power. Seems Like it’s going lean. I was wondering if it would be better for me to add a maf sensor to the truck since I’m running the engine all natural. I’ve never used hp tuner before too. Any help would be appreciated. Cheers
Anyone else have a strange issue where it goes from idling nice at stoich, to max lean of 22 afr whenever it sees in gear input on the pin 34 c1 (pnp switch) Ive tried it in open and closed loop. No change. Its only based on that input. Even in park if i unhook pin 34 it goes lean. Doesnt matter if its a manual or auto OS.
Your a godsend bro! Your videos and willingness to share incredibly valuable information is incredible. Thank you! I noticed in both your gen3 maf tuning and speed density tuning videos that alot of the tuning set points are identical such as 02 disable etc. Can you go from maf tuning straight to density tuning or do you have to enable all settings back after maf tuning then drive the vehicle and then start from scratch with density tuning?
Hello Kyle first off thank u for all u do. Much appreciated! When SD tuning Gen III I have a primary and secondary under Main VE should I make them the same? I’ve only changed the Primary and I feel things aren’t changing much not sure what to do about the secondary map. Thank u for ur time cheers!! -Frank
first, goat rope garage i have learned all my tuning from you and i thank you. my problem lies here. i have a heads and cam ls1 m6 that was original tuned off narrow bands once i got my wide band and hp tuners i began working, but before adjusting the car was lean everywhere before power enrichment was enable. i spent hours tuning the VE and MAF tables correctly. everything was flawless the AFR was practically perfect. once i enabled closed loop the LTFT was -10 at idle and taking away fuel until power enrichment was enabled. but in wot it is perfect all fuel trims drop to zero. but this is my problem. with open loop forced enabled the AFR is great all across the board but once i enable closed loop the long term fuel trims lean out my motor. i am beginning to think the slightly aggresive cam is throwing off the narrowbands. so is there anyway to adjust the narrow band stoich or should i just run open loop all the time with dynamic airflow?
this happens often with medium to larger sized camshafts with a decent amount of overlap. It's usually a large swing in the other direction though. The overlap will cause the valves to be opened at the same time causing a false lean reading, which will cause the pcm to compensate the trims for it.. This issue only gets worse when you throw a set of LT headers in the mix. In your case, one of two things might be happening. You may have changed your injectors and/or the minimum pulse values are not able to pulse slow enough, so the PCM is compensating for it. Or the injection timing is not set correctly based on the initial spray after (the pcm thinks) the motor is at ABDC in the cycle for each cylinder.
I'm a bit confused, e.g., your commander 14.12 and your wide band is 11.50. 1. Does this mean its too rich, and we have to tune the VE table to get the wideband to be the same as commanded. 2. How do we know what the AFR aim is LS1. 3. I'm confused in understanding what's happening
Kyle, What is your take on setting all the spark tables the same? Some say the idle in park, idle in gear, high octane and low octane should all match. You touched on high and low being the same or holding the factory difference in the two. Should the high octane also match the idle tables?
I’ve got a buddy that bought a ls for his race car he has no maf and no o2 sensors at all and I’m just getting into tuning there no way to tune accurately without a wide band or o2s right?
Curious of why in this video you go off of the eq ratio parameter and in your set up vid you go off a user defined parameter math that is divided by 14.68. I could only get my graph to work off the user defined math that u provided but it seems a bit off. Thanks, appreciate your videos man
Maybe you covered it and I missed it, I’ve watched a lot of your vids. But on a MAF delete setup are you leaving LTFT disabled, Or turn it back on when you get where you want? Thanks for the info!
Thanks for Gen III content. I have created the Graph as in presentation (4 times). have checked and double cheked and it will not populate !! Nothing. Have followed everythng for tuning Gen III and can't get started. any advice welcome.
Where can I find a harness and sensor to delete my maf and keep a temp sensor. It a 2002 Cadillac lq9. Or can I gut the maf and leave the temp sensor in it?
About 6 minutes in you look at the OS modifiers and talk about the MAP but i notice the speed density modifier, could that be used to run speed density only?
Quick question about the speed density enhanced 2/3 bar OS. On stock gen 3 GM code the igniton timing is setup as a function of RPM vs Cylinder airmass. When you upgrade to the enhanced OS does it change this back to a standard RPM vs MAP timing table or will it function the same as stock code but with the cylinder airmass rows extended? It gets kinda annoying when your airflow changes to the VE table affect your igniton timing while you're trying to tune. My work around is to setup the timing table as strictly "mechanical advance" until i get my fueling sorted out and then add the cylinder airmass advance back into it once my VE adjustments are done. Obviously this isnt a good idea on a boosted setup but it works for NA. Keep up the good work bro 👍
I have a 2004 gen 3 I’m using mpvi2 obd2 scanner wasn’t sure what wideband tuner I should pick and if I have to buy a pro link cable, and if I do would it just be better to take it to a tuner or is there no other way getting around with out using a wide band.
I have a TSP low lift truck cam stage 3. I am redoing my VE since I changed my pulse data that was wrong for the injectors I have(factory TBSS intake and injectors). Should I be seeing 118% at peak torque portion of the VE table?
I'm working on my table now and getting close to that now with more to go. I have btr 3 truck ported heads intake and flattops in 5.3. I was thinking the same thing
@@michaeldickerson8470 so after some time I decided to put a regular truck manifold on. Get rid of the big China throttle body and run smaller injectors. The injectors that I had in the old truck manifold went bad. So I ended up using the TBSS injectors. Now with the truck intake and throttle body, along with the TBSS injectors, I am seeing around mid nineties at peak torque. So those high numbers were pretty close to accurate then.
So, I've copied all of these settings to a T and my ecu is misbehaving... If I give it full throttle it goes into limp mode and I have no throttle until I clear the codes. Whatever condition or code that is causing limp mode is invisible too. So that doesn't help. It's like it's not even in SD mode even though the maf is failed. It runs at 11:1 afr no matter what. Except for when I first start it will idle at 14.7 for a few seconds and then enrich like crazy and stay there. Any idea what settings are off??? It did throw a couple torque management codes and something about airflow greater than expected at one point.
Look into the airflow greater than DTC, there is a table in the engine diag section you'll need to bump up to keep it from going to high and going into REP mode
@@GoatRopeGarage Are you talking about the Calculated Airmass P1514 Error table? I got it sorted out and running better. The airflow adjustments I made were too large which sent the duty cycle to outer space. When I brought those numbers down it started working better.
i know you havent looked at this video in a while but is the sd error also using your wideband info as part of the error calculations? and im assuming it wont calculate without the wideband data?
Hey man! Is there a way to use a 2 bar sensor to strictly view boost and not change the OS to SD? Then still just tune with the MAF? Or is it mandatory to convert to 2bar OS. (03 5.3 mp112 S/C) thanks!
That's a good question, you can still update the scaling so it should work like you say. I think the only place it caps is on the VE map. Theoretically you could use a three bar sensor with the stock OS, it's just that your map is limited.
Whenever I fail the MAF to begin tuning VE, it runs awfully, reads about 25% rich even with the factory VE table which should be way lean and wont let me go over 2,800 rpm. I can tell its misfiring though not throwing codes. I have a BTR Stage 2 N/A cam, short headers, LS6 intake and 36lb injectors. I have the injectors scaled properly and it runs fine with MAF enabled. Please help lol
on my HP Tuners all I show under the Airflow is General. i have an 2004 suburban 5.3 I am tuning but cannot do the steps you show because it does not show all the tabs you have on yours.
PLEASE HELP I'm new at this but I did everything that you said to do for SD tuning but in my histogram it's only populating on MAP 15 cell and not on the rest of the cells it will give me a reading for RPM/MAP 15 but not for the other cells what I'm I doing wrong anybody thanks for all of your hard work I've learned so much from you and in the video time 7:09 you had the STFT disabled in my SD tune mines is enabled do I need to disable it sorry to bother you
Love all the info but why is there so much. So I have a few questions. I swapped a vortec with 411 ECU in my Landcruiser. All I’m doing is a nice tune. Took it somewhere first and he got it running but now I understand why all these Dyno shops said they don’t do what I would like them to do. All I want is a tune that will get good mpg cruising around and have good power up top. I intend to go in multiple if altitude so using the o2 sensors is a must. This tuner left them off and it kept stalling at higher altitude. Freaked us out. He just did some stuff, did 4-5 pulls and called it good. While it drove ok it got shit mpg. So I’m looking to get it better myself. So I understand the necessity for a WB but does it need to go through the interface to work best? And I’m running the stock stanadard transmission so it goes rich at shift points. I turned on LTFT and the MAF sensor fail light came on. Was looking to copy the stock tune back over but can’t find that info. I have a RV cam in it. Everything about tuning is blower, turbo and high end stuff that doesn’t apply to what I’m looking for. Any help or direction would be greatly appreciated. Keep doing what your doing.
Does turning off dynamic turn off your O2 sensors as well? Trying to figure out why my O2s are staying at .450mv. I can force closed loop and they sit right at .450mv. Not sure if I’m doing something wrong.
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As far as the lumps and bumps, I always remember what Greg Banish said “the engine wants what it wants”
Absolutely the best HP Tuner Guide videos on TH-cam!!! Thank you for taking the time to put these together. Please continue with adding videos to your GEN 3 playlist. There are many people out there (like me), swapping Gen 3 engines and need this information. Your detailed information helped me make the decision that I need to try and learn this. I will be referencing this series in my progress videos. Thank you... Mike!
The default units of percent shows whole numbers in the cells, but if you copy the table and paste it into an excel spreadsheet, you will see that it's actually calculating out to 13 decimal places. You can change the VE table units to PPM to get finer control (equivalent to 4 decimal places) when editing the map by hand. You can paste your logged EQ error table into an excel spreadsheet and fix any cells that you know are skewed by transient loads and do some interpolation before multiplying into the VE table. You can also use excel to format the tables so that you can transfer them into Tunerpro so that you can use HP Tuners to do the logging and math and then use Tunerpro to edit the bin and write it with PCM Hammer or LS Droid. Be aware if you do this that the math may not be the same between HP Tuners and the Tunerpro definition and additional corrections may be necessary. It's kind of a pain in the butt, but if you're on a tight budget it can save you some credits.
Now I have to watch this ten more times to fill in the gap in my head. Thanks cause this video was huge for me and my boosted 411 PCM swap. Thank you!!
Another Great Video here.. I did notice you mention one thing, which was actually BAD advise(unintended) for anyone running an Automatic transmission(specifically Gen 3 trucks and Suv's). You mention simply Unplugging the MAF sensor. Yes, this is the most simple way of doing things, but aside from the obvious and relocating the IAT sensor out from the MAF itself, so This can be done while still getting the IAT sensor readings from an external sensor... The PCM in the Gen 3's are also used for the TCM. Even though HPTuners does not show all the tables ch(for good reason) allowing the tuner to change the values, the PCM still needs the MAF plugged in because it needs the MAF sensor airflow value to determine the load for the transmissions commanded torque values. In short, it may have no idea how much pressure to command for the shifts. I know in some of the more recent updates, HPTuners has added a table for these values into the editor, but it has a Warning suggesting not to edit the values at all. I've heard about guys on the forums destroying their transmissions because they simply unplugged the MAF and neglected this variable that the TCM needs in order to operate the shifting of the transmission properly.
Can anyone with a gen 3 truck PCM running HPT verify this? I intend to run SD, and I'd hate to ruin my transmission.
@@stevejordan1354you can get around this by simply failing the MAF in the tune settings. It’ll default to SD mode that way and you also wont need to wire in the separate IAT sensor. I’ve found that the MAF tends to have more accurate iat temp readings than the external iat sensors due because they can be delayed.
I just dialed in the VE table on my new build. I got to a point like you said of overshooting... I found you can add decimal places to the map right up top via the icon to the left of the smoothing icon. Good stuff sir.
So the error afr numbers are how far off from commanded afr?
And when I convert it to my ve table if I’m lean I need the numbers to be higher to truck ecu to send more fuel and opposite of rich ??
Ive only had this mpvi3 a week so far and your videos are awesome instructions
Thank you
Took me a while to get the histogram right. Im doing 3bar. And you have to select 3bar map in the pids. Not the regular map. It was staying at 30 kpa on the histogram chart while i watched it move on the graph. Im sure it is hard to make a one size fits all video. Still very helpful, thank you.
at 13:15 you are talking about whole numbers and accuracy, if you go to the top of the graph just to the left of the smooth selection you can add decimal places to your numbers.
Yeah just noticed I didn’t have dfco switched off. Amazing how much better steady cruising got. No more bucking and surging. Also my afr error was way better.
While tuning it will wreck your logs. Good to turn back on when you're dialed in.
Thanks so much for you videos. Just got my prolink and wide ban installed and here we go...
"If you have a flat plane crank you probably don't need me to show you, how to do tuning" pause. HAHAHA I loved that part of the video. Had to re watch those few seconds.
My '05 6.0 truck has the Open Loop STFT enabled, located in the open loop tab. I noticed yours was already disabled in the video. Great lesson though, thanks!
Thanks for mentioning jeep wrangler running on speed density. Saved my time looking for that
Came here after watching Gen 4 SD, as I have E40 LS2. Learing everyday from you, Thanks so much.
The e40 is confusing. It’s not really gen 3, it’s not really gen 4. Gto?
How to tune my ecu. Which compression ratio to use. What is a redline tune. What to adjust.
1000+hp goal
Lq9 4 .000
/ with +29cc forged dish pistons
Gen 4 rods and arp bolt
L92 heads stock 70cc
Comp cam 239/255 @.50 624/624 114
Boost 24 psi turbos 66mm twin
Rpm 6500
E85
18* spark
Arp head studs.
1200 cc injectors.
Ls3 intake.
4l80e 3800 stall
.32 top/.30 2nd. .70 oil gaps
STATIC Compression Ratio:
7.73:1
DYNAMIC Compression Ratio:
4.87:1
You've helped me so much man in tuning my truck you are the man.
I'm tuning my 02 WS6. So I don't need to worry about learning lambda? Thanks for your time and knowledge! Mike in DFW
Maybe I missed that part but what does the 84, 83, 87 96 etc.. mean on the tables and how do you know what each number means?.
That is the efficiency of the motor in percent, so if you have a 6 liter and you're at 100, your are moving 6 liters of air and it will use that to calculate how much fuel to add to hit your commanded AFR
Thank you for going into detail in your videos. I use efi live so it takes a min to get same maps pulled up but love the videos. Keep me coming and thank you for sharing knowledge
Great videos, super new to tuning an hp tuners, have found your content far more helpful over Others!! How ever I’m learning all this just more my own use, have built a gen lll ls1 turbo combo in a non ls based car, so stand alone loom,powerglide ect ect, wondering if you could cover some of the stuff involved in a file for first start up of a new engine, never run it befor so have no previous files, turning off vats? Transmission stuff for the powerglide I’m running? How much to increase fuel for first start up? Just don’t know what to do to get it running so I can even start logging anything, forgive the silly questions I’m really new to all this
I put a cam in my 05 gto and then paid a guy to tune it. Its totally jacked.
Thanks soooo much love the videos you really help me out you are very smart love you and keep making gen 3 videos lol
The secret lies in the filters.
So what do i do if I don't have a wide band in pid setup
Thanks for doing a gen 3 specific video. Any plans to do gen 3 maf tune?
You know it!
Hi, first of all thank you for your all videos! I have ZL1 camaro 2019. The VE table rows (Baro pressure ratio): How can I find this sensor? It's not MAP presssure
Thank you very much for these videos. I’m completely new here never tuned before and I’m still learning how to navigate hptuners as well. I created everything as you described step by step but I can not get it to plot anything in the graph. I also noticed that my wideband channel disappears when I press record. It is an aem uego wideband that previously worked on a different setup a few months ago on my brothers car. I still see commanded afr but I lose wideband signal. It works on the gauge not on the data logger. Thank you for any help in advance!
Yeah, when the wideband disappears it won't populate data. How is it hooked up?
Even these "Basic" Gen three cars have wayy more options than my 97 vette. I guess its a good and bad thing the early year gen 3 are so simple?
Im having an issure getting the afr error to work. My wideband is wired in throught my ac pressure sensor. Can i create a math user with formula to do this?
Wow, this is a great video. I am new to tuning and this just answer a blackhole of questions I was wondering. Thanks Kyle! Any chance you could touch on (GEN 3) idling with a non electronic trans? What does the PCM use? Base Idle Airflow? SD? How does the PCM know whether it's in park or not? Does it matter? etc..
excellent
At what point am I benefiting from setting up the AFR percentage histo verses using the STFT values?
So anyway I just want to say thanks for all your help man. Still not sure where to start but I guess I'll get there thanks again
Start simple, get a wideband if you don't have one and check your fueling.
Hey man appreciate these videos, im wondering what the speed density tuning steps are first to the last thing that should be tuned??? Thank you
At 7:39...when going into primary ve table, you get cut off what you’re doing there. What did you do?
He was just opening the ve table, so that when you are building you sd graphs in the vcm editor you can just click back over to get data off the graph, There was nothing missed.
Wanted to see how to get rid maf for tunning
I have a question I have a 99 k3500 with the spider injection system how tunable is my system I also have a AIT as well?
I should have oxygen sensor? Link to my engine harness or I can do it without that?
I trust you watched many vids... you keep it real
Need to pick your brain again. My car is an 05 GTO so it's a gen 4 with gen 3 software but my question is on the histogram set up cause ive had issues logging. Can I use Eq error or does it have to be AFR? Also with the pro link on my failsafe am I running generic math for my parameter or something else? Slowly figuring this thing out but having a non common set up it's been a little bit of a struggle here and there.
Why would you disable the dfco for this? What does it change for the histogram? Im really trying to follow along and ive gotten a lot of valuable information. But when you skim over thing like this it throws a wrench in my gears. I have to google what it does and try and find out why you are turning it off. Im completely new to the tuning world. I come from old school cars. Is there another video that goes over these types of things?
Thank you very much I'm learning as I go
@GoatRopeGarage is this a good way to do the VE Table Tuning BEFORE tuning the MAF sensor? Meaning this is the process for a strictly Speed Density setup only but could the maf be tuned the same way after using the AFR Error?
Do the STFT need to be disabled when tuning ve? Won't they mess up the log? Obviously I'm new to tuning, just want good data.
What if I am running a supercharger or a turbocharger is it still the same ?I mean we need a video like when I install a turbo or a supercharge what to do basically before tuning the ve and the spark these details are the most important can't find a video on TH-cam about this don't know why could you do a video that explains tuning both turbocharged and supercharged applications explaining how the process works for all gen 3,4,5 I think everyone needs a video like this if they are tuning themselves thanks by the way for all these videos .
You are the best! Great info!
Bin following you for some time now and love the knowledge I am to gain from your vids. I have 89 V2500 6”lift w/35” tires 4.11 ratio rear axle with a gen 3 motor that was built for NOS but currently not running NOS, w/BBK tb DBW, 4l60e ect ect the only thing stock is coil packs. My question is could you maybe take a look at my tune and kinda guide me in the right direction to get this thing right?
Hey Goat Rope, thanks for this info! I'm trying to figure out why my VCM Scanner is showing 310 for Idle Air Control Position? It has no output, stays on 310.
Can you go over setting rev limiter settings? I’m having some trouble figuring out what I need to do or as to why it won’t do what I have set my dfco at..
Awesome video man alot of good information for beginners like me
You have a lot of great content thats easy to follow and understand! Thanks for sharing your knowledge. ..
Question for a gen3 turbo; what should i target my afr's for 1-7psi as i transition to full boost at 14psi?
I'd be getting in to PE once you're in boost.
@@Stephenrushlow 38 man, that's rough, you running an upgraded fuel lobe on your cam? Torque table shouldn't be causing any knock, it will pull timing if you max out power but you should be seeing that on your scanner. You running meth injection yet?
@@GoatRopeGarage Huge thanks for these vids and info man! Wanted to piggy back on this question real quick, can you give some knowledge/advice on PE vs Boost Enrichment when using a modified 3 bar OS?
That's probably a topic that should be addressed in a video, I'll add it to the list!
Hey thanks for the videos! You had said you view tunes and check them out? Where could I send ya my log?
So I am assuming you're meaning getting the graph within 2-3% of the commanded air fuel ratio that you input in the stoich afr?
It's calculated of that input, so getting the graph in that range means you're pretty much dialed in
Where is commanded AFR coming from? I think that's the puzzle piece i'm missing
The ecu under the Fuel tab, it’s a constant usually set at 14.7
Love the vids I watch them until almost know them word for word lol, have you got any tips on hitting all the cells, I can go on a short or long drive but still can’t hit most cells on the table, makes it kinda hard to build my ve fresh from stock, got stage iv cam setup. Thanks bud
2005 GTO E40 doesn’t appear to have virtual VE tables?
Do I use the Gen3 process to tune for speed density?
Yep
Need help rx8 swap gen 3 4l60... can send logs....stock 5.3 cam and springs..102 tb and sheet metal intake
Leprechaun Laboratory I have a Chevrolet Caprice Turbocharged But I'm having a problem maf I would like to know If I could do without it And count on map
Thank you for your knowledge Sir
So I set up the aft error table just as you did here and it shows -93 for most of my data, but the truck runs great-even better than having the maf back on. What did I do wrong? HELP!!!!!
Thanks for info. Now do gen 5
hi do vyou still have to disable those settings when you use rtt
Thanks for all the great videos !! what controls afr cold start and cold run in speed density my afr is running 10-11 cold but when it warms up it is 13-14 I am talking idling gen 3
I bought a Chevy c10 with an 2000 ls 5.3 in it. It’s set up for speed density. It doesn’t have a turbo or supercharger on it. It has a btr stage 4 cam cold air intake and 3inc exhaust. Sometimes when I start it I can’t get the rpm’s to come down. It will idle at 1300rpm when it’s usually around 800rpm. Also it’s been running rough, when I floor the truck my afr gauge goes blank and there’s no power. Seems Like it’s going lean. I was wondering if it would be better for me to add a maf sensor to the truck since I’m running the engine all natural. I’ve never used hp tuner before too. Any help would be appreciated. Cheers
what do i do when it dont show ecm 2502 to disable ltft?
Anyone else have a strange issue where it goes from idling nice at stoich, to max lean of 22 afr whenever it sees in gear input on the pin 34 c1 (pnp switch)
Ive tried it in open and closed loop. No change. Its only based on that input. Even in park if i unhook pin 34 it goes lean. Doesnt matter if its a manual or auto OS.
Your a godsend bro!
Your videos and willingness to share incredibly valuable information is incredible. Thank you!
I noticed in both your gen3 maf tuning and speed density tuning videos that alot of the tuning set points are identical such as 02 disable etc.
Can you go from maf tuning straight to density tuning or do you have to enable all settings back after maf tuning then drive the vehicle and then start from scratch with density tuning?
Just have to change the dynamic settings and fail the MAF, ask the fuel settings start the same
@@GoatRopeGarage thank you very much!
Hello Kyle first off thank u for all u do. Much appreciated! When SD tuning Gen III I have a primary and secondary under Main VE should I make them the same? I’ve only changed the Primary and I feel things aren’t changing much not sure what to do about the secondary map. Thank u for ur time cheers!!
-Frank
first, goat rope garage i have learned all my tuning from you and i thank you. my problem lies here. i have a heads and cam ls1 m6 that was original tuned off narrow bands once i got my wide band and hp tuners i began working, but before adjusting the car was lean everywhere before power enrichment was enable. i spent hours tuning the VE and MAF tables correctly. everything was flawless the AFR was practically perfect. once i enabled closed loop the LTFT was -10 at idle and taking away fuel until power enrichment was enabled. but in wot it is perfect all fuel trims drop to zero. but this is my problem. with open loop forced enabled the AFR is great all across the board but once i enable closed loop the long term fuel trims lean out my motor. i am beginning to think the slightly aggresive cam is throwing off the narrowbands. so is there anyway to adjust the narrow band stoich or should i just run open loop all the time with dynamic airflow?
this happens often with medium to larger sized camshafts with a decent amount of overlap. It's usually a large swing in the other direction though. The overlap will cause the valves to be opened at the same time causing a false lean reading, which will cause the pcm to compensate the trims for it.. This issue only gets worse when you throw a set of LT headers in the mix. In your case, one of two things might be happening. You may have changed your injectors and/or the minimum pulse values are not able to pulse slow enough, so the PCM is compensating for it. Or the injection timing is not set correctly based on the initial spray after (the pcm thinks) the motor is at ABDC in the cycle for each cylinder.
I'm a bit confused, e.g., your commander 14.12 and your wide band is 11.50.
1. Does this mean its too rich, and we have to tune the VE table to get the wideband to be the same as commanded.
2. How do we know what the AFR aim is LS1.
3. I'm confused in understanding what's happening
Kyle,
What is your take on setting all the spark tables the same? Some say the idle in park, idle in gear, high octane and low octane should all match. You touched on high and low being the same or holding the factory difference in the two. Should the high octane also match the idle tables?
I’ve got a buddy that bought a ls for his race car he has no maf and no o2 sensors at all and I’m just getting into tuning there no way to tune accurately without a wide band or o2s right?
Curious of why in this video you go off of the eq ratio parameter and in your set up vid you go off a user defined parameter math that is divided by 14.68. I could only get my graph to work off the user defined math that u provided but it seems a bit off. Thanks, appreciate your videos man
Maybe you covered it and I missed it, I’ve watched a lot of your vids. But on a MAF delete setup are you leaving LTFT disabled, Or turn it back on when you get where you want? Thanks for the info!
When you're done tuning you can turn it back on
My STFT are very lean and as well as my LTFT after cam swap. About 10% lean. Can I use this and should I use this to be safe before tuning the maf?
Thanks for Gen III content. I have created the Graph as in presentation (4 times). have checked and double cheked and it will not populate !! Nothing. Have followed everythng for tuning Gen III and can't get started. any advice welcome.
Where can I find a harness and sensor to delete my maf and keep a temp sensor. It a 2002 Cadillac lq9. Or can I gut the maf and leave the temp sensor in it?
Anyone know of short term fuel trims need to be disabled too?
So when I turn off my MAF my engine runs for 7 seconds or so then shuts down if I turn off 103 then it runs. What do you think
Go into limp mode?
About 6 minutes in you look at the OS modifiers and talk about the MAP but i notice the speed density modifier, could that be used to run speed density only?
Quick question about the speed density enhanced 2/3 bar OS.
On stock gen 3 GM code the igniton timing is setup as a function of RPM vs Cylinder airmass. When you upgrade to the enhanced OS does it change this back to a standard RPM vs MAP timing table or will it function the same as stock code but with the cylinder airmass rows extended?
It gets kinda annoying when your airflow changes to the VE table affect your igniton timing while you're trying to tune. My work around is to setup the timing table as strictly "mechanical advance" until i get my fueling sorted out and then add the cylinder airmass advance back into it once my VE adjustments are done. Obviously this isnt a good idea on a boosted setup but it works for NA.
Keep up the good work bro 👍
I'm not sure on that one, have to do some digging to find out.
R-E-S-P-E-C-T
When I do this my truck logs no data blue bar just sits in top left corner on graph
What about primary and secondary ve tables they have different row axis do I change both because second one says when maf fails
Should we also disable STFT?
Yes!
How can I change from maf to speed denisty
I have a 2004 gen 3 I’m using mpvi2 obd2 scanner wasn’t sure what wideband tuner I should pick and if I have to buy a pro link cable, and if I do would it just be better to take it to a tuner or is there no other way getting around with out using a wide band.
I have a TSP low lift truck cam stage 3. I am redoing my VE since I changed my pulse data that was wrong for the injectors I have(factory TBSS intake and injectors). Should I be seeing 118% at peak torque portion of the VE table?
I'm working on my table now and getting close to that now with more to go. I have btr 3 truck ported heads intake and flattops in 5.3. I was thinking the same thing
@@michaeldickerson8470 so after some time I decided to put a regular truck manifold on. Get rid of the big China throttle body and run smaller injectors. The injectors that I had in the old truck manifold went bad. So I ended up using the TBSS injectors. Now with the truck intake and throttle body, along with the TBSS injectors, I am seeing around mid nineties at peak torque. So those high numbers were pretty close to accurate then.
So, I've copied all of these settings to a T and my ecu is misbehaving... If I give it full throttle it goes into limp mode and I have no throttle until I clear the codes. Whatever condition or code that is causing limp mode is invisible too. So that doesn't help. It's like it's not even in SD mode even though the maf is failed. It runs at 11:1 afr no matter what. Except for when I first start it will idle at 14.7 for a few seconds and then enrich like crazy and stay there. Any idea what settings are off??? It did throw a couple torque management codes and something about airflow greater than expected at one point.
Look into the airflow greater than DTC, there is a table in the engine diag section you'll need to bump up to keep it from going to high and going into REP mode
@@GoatRopeGarage Are you talking about the Calculated Airmass P1514 Error table? I got it sorted out and running better. The airflow adjustments I made were too large which sent the duty cycle to outer space. When I brought those numbers down it started working better.
i know you havent looked at this video in a while but is the sd error also using your wideband info as part of the error calculations? and im assuming it wont calculate without the wideband data?
Hey man! Is there a way to use a 2 bar sensor to strictly view boost and not change the OS to SD? Then still just tune with the MAF? Or is it mandatory to convert to 2bar OS. (03 5.3 mp112 S/C) thanks!
That's a good question, you can still update the scaling so it should work like you say. I think the only place it caps is on the VE map. Theoretically you could use a three bar sensor with the stock OS, it's just that your map is limited.
Whenever I fail the MAF to begin tuning VE, it runs awfully, reads about 25% rich even with the factory VE table which should be way lean and wont let me go over 2,800 rpm. I can tell its misfiring though not throwing codes. I have a BTR Stage 2 N/A cam, short headers, LS6 intake and 36lb injectors. I have the injectors scaled properly and it runs fine with MAF enabled. Please help lol
on my HP Tuners all I show under the Airflow is General. i have an 2004 suburban 5.3 I am tuning but cannot do the steps you show because it does not show all the tabs you have on yours.
PLEASE HELP I'm new at this but I did everything that you said to do for SD tuning but in my histogram it's only populating on MAP 15 cell and not on the rest of the cells it will give me a reading for RPM/MAP 15 but not for the other cells what I'm I doing wrong anybody thanks for all of your hard work I've learned so much from you and in the video time 7:09 you had the STFT disabled in my SD tune mines is enabled do I need to disable it sorry to bother you
I can not get the graph to read , any help welcomed
Love all the info but why is there so much. So I have a few questions. I swapped a vortec with 411 ECU in my Landcruiser. All I’m doing is a nice tune. Took it somewhere first and he got it running but now I understand why all these Dyno shops said they don’t do what I would like them to do. All I want is a tune that will get good mpg cruising around and have good power up top. I intend to go in multiple if altitude so using the o2 sensors is a must. This tuner left them off and it kept stalling at higher altitude. Freaked us out. He just did some stuff, did 4-5 pulls and called it good. While it drove ok it got shit mpg. So I’m looking to get it better myself. So I understand the necessity for a WB but does it need to go through the interface to work best? And I’m running the stock stanadard transmission so it goes rich at shift points. I turned on LTFT and the MAF sensor fail light came on. Was looking to copy the stock tune back over but can’t find that info. I have a RV cam in it. Everything about tuning is blower, turbo and high end stuff that doesn’t apply to what I’m looking for. Any help or direction would be greatly appreciated. Keep doing what your doing.
Does turning off dynamic turn off your O2 sensors as well? Trying to figure out why my O2s are staying at .450mv. I can force closed loop and they sit right at .450mv. Not sure if I’m doing something wrong.
Since I am still trying to figure out how to get the AFR gauge working through the AC Pressure line can I just do this with STFT for now?
Should I tune my gen 3 speed density first or MAF all I have is a stage 3 truck cam
I like maf for almost all situations