If you haven't already, we strongly recommend you watch Matt's Volumetric Efficiency video first: th-cam.com/video/E96rBIzZ_sE/w-d-xo.html All right then, In our previous video (linked above), Matt explained the theory behind Volumetric Efficiency - today Scott (aka Tuning Fork) invites you to the dyno room for some hands-on demonstration of exactly how VE tuning happens in real life. Plenty of hints and tips ahead so put your "learning cap" on and let's go! Interested in this topic? Here’s some more educational stuff: How Flex Fuel Works: th-cam.com/video/KQcbaMIAjcs/w-d-xo.html How Dyno Tuning Works: th-cam.com/video/rkcYDrwaJBg/w-d-xo.html How ECUs Work: th-cam.com/video/49SjHjnnVn4/w-d-xo.html
Would you take the same steps with a OEM ECU? or would it be different? I ask because I tune cammed, stroker and boosted engines with factory ECUs and sometimes it can make you want to pull your hair out.
wouldn´t it be nice to have a button or command for steadystate tuning wich applies the O2-Correction number on the active cell? that would save tons of clicks right?
This helps explain some of the magic and mystery, still seems magical and mysterious when your car drives onto the dyno, Scotty magic fingers it and then it drives off AMAZING
What I've seen on the paid courses is big words and alot of bullshit trying to make u think u really paid for and got alot of info !! This guy is a really good teacher as well and on the other bs 1s they shouldn't be the 1 Teaching how to do it !!! He type it in and it changed that was so cool to watch and it made sense and the % of the engine is what made me wrap my head are what I should be typing in the boxes!! Now I need a dyno doing it on the street I'm going to get a dam ticket !!
Great video Scott. The best description of air density I have seen was done by Gale Banks. He has several great episodes on air density and turbo charging on his channel.
20 inches of vacuum you said. So, about 340 hectopascals? Takes me back to balancing carbies on motorcycles! The level of control we have over the combustion process these days is mindblowing compared to the old days. Thank you so much for explaining he process.
Thank you. After watching this video we chose to add "air flow" to the Haltech Elite log. Now we just divide the stated lb/hr airflow with 60 and look at the turbochargers compressormap to see were we are at. Then we can compare this to the dyno hp and calculate hp pr. lb/min of airflow. We find this usefull.
This actually helped me understand what an actual volumetric efficiency table is and what it does. Interesting fact that and also an untold truth that most tuners rely on 02 trim to get ve mapping correct.
Great video, nice to see it explained in practice. Would love a similar practical video on the ignition, as its the part where many newbies like me start sweating, especially without a dyno.
Scott this is an amazing video i wish to see more of this content. Such techincal videos make me go for haltech for all of my cars and friends projects. Well done
I don't know if this explanation is crucial for people used to "the old way of tuning", but for me this was clear as day. This is exactly how I imagined it would work simply by watching MCM, The Skid Factory and Nugget Garage. I guess it may have helped that VE was part of the explanation by the guy who taught me the different operation modes of two-stroke, four-stroke and rotary engines (TH-cam channel "The Workshop").
Man I'm starting to regret I bought a fuel tech ECU. I'm starting to love haltec from all your videos . Not downing my ft450. But man oh man you guys are great with videos and help
Oh shoot, the tuning is really an art with Haltech! More I see these technical videos, more I incline to get one for my car. Thanks guys for these vids!
Just got a halted for my 33. With the added sensors mentioned here. Can't wait to put it all together and be able to drive it to my tuner with a closer base map for him.
You just made so many things click together in my head, as I've been struggling to comprehend this vast world of tuning. Thank you so much! I feel a lot more confident now as a beginner to slowly start adjusting things; I've been scared to tweak anything past the basemap on my freshly turbo'd 1990 Miata running an Elite 1500, even when I identified an issue. Until I can schedule at a dyno tuning shop I've just been trying to take it easy, but wanted to tweak the minor AFR issues I saw. Now I feel like I can! You're the man!
I come from the injection tunning method with the old bars style software, I could tune that setup with my eyes closed, this is all new to me and excited about learning it. Great educational videos
Appreciate you taking the time to produce these videos. Very similar to a previous platform I’m familiar with just slightly different terminology. Videos like these will help sway my upcoming upgrade decision towards haltech platform.
Just like a Harley only in real time. Very nice software. And yeah, if you start with a fairly close "base map", the "fine tuning" is quicker and easier. Therein lies the art of tuning. Unfortunately, many consumers don't realize the intrinsic value of the art.
Outstanding job on the VE table explanations for this video. I have been getting into tuning over the last year using HP tuners and an ECM link for the old DSM's so any great information like these videos is appreciated. Have also used MOTEC in the past so Haltech is one of the few major platforms I haven't had a chance to use.
This continues to be the hallmark we've come to know, trust and depend on as car enthusiasts and professionals alike! Delivery of an advanced technology to the market where it's easy to utilize through integration procedures that allow immediate return on value. Guided implementation strategies facilitated by the resources of a robust hierarchical support channel enables a direct pathway to exploit levels of success for consumers of all skill levels every single time. All this while keeping the product 100% accessible through a vast dealer network, a feat only equaled by its affordability across a wide range of ecu models which suit so many varied particulars! For this to be your hallmark over a span of 35 solid years says a lot in every regard. I can't quite say thanks enough for your continued efforts, please know that it has made so much within the industry possible. Sincerely yours, A Proud Haltech Dealer.
What a great series of tutorials (along with Matt) I feel like I’m in kindergarten being schooled by professors. Nicely done Haltech. Also how perfect is that RA celica from engine bay to interior 😍
I loved this video because I tune EXACTLY how Scott said using the O2 correction to do my dirty work. But this video was still informative and entertaining.
I'm seconding the request for ignition tuning strategies. I know you've gone over it in other videos, but it would make an excellent follow-up to this video.
@@kinslayergaming3159ah ok its really simple with with right tools in order to get to achieve mbt you need a precise dyno that's capable of reading torque in real time as opposed to calculating, usually found on dynos that include some kind of retarder. The common dyno jets will not be able to do the job properly. you'll also be limited by knock. Some engines won't be able to ever reach mbt, especially turbo charged engines running on pump gas since you'll reack detonation point before mbt. The proper way to tune isn't to chase mbt, but to reach the optimal performance for that given setup. Reliability should always come before performance when tuning a street engine. Street cars are never tuned to the maximum they just won't last. One trick I've learned when on a dyno jet is that the torque curve is usually flat around mbt so during that point if it's not knock limited I'll add a degree if it knocks I'll retard by 4 degrees maybe 5. If it doesn't knock but no increase of torque is gained I'll retard 2 degrees. To do it right is a long tedious process since you have to tune every load and rpm column and thats why you need a dyno with a retarder like a mainline or mustang. Obviously it can also be done as I described by doing sweeps on a dynojet but again it's more of a best guess as opposed to an actual reading. Hope that helps.
the VE tuning has been fairly simple with the haltech. I just wish i had me a dyno lol i really really want to tune my car myself but it still has no lights or anything so still cant road tune it either
I will probably be coming back to this video many times while setting up my ecu, great explanation. P.s. I'm 201cm tall and know how uncomfortable that car is for you Scott, I feel your pain.
I was talking to a friend with a nostalgia Top Fuel car. He said they actually want to rev past where the volumetric efficiency is best. Because they are limited to a small fuel pump and the engine needs more fuel than the pump can deliver at that RPM. Yes to a nitro engine 20 gallons per minute is a small pump lol
Very well covered 👍, can we also get this level of detail on adjusting for intake air temperature compensation/coolant temperature compensation? Looking forward to timing tables and more. 👍
One of the best engines to swap in your corolla or celica is a Toyota 2RZ or 3RZ. It is basically the 2JZ with 2 pistons chopped off. With a Iron Block, Steel Crank, Steel Rods , and DOHC Aluminum Head. This can make about 450hp stock when boosted. Throw some pistons in it. You can push it to over 600 no problem
One part I'm still not sure about; how do you decide what the target AFR should be? And another question, do you have to worry about dead time at the end of the injector cycle? Won't there still be a small amount of fuel coming out even after the injector has been switched of?
How do you determine what AFR number you put initially? You set a target ratio 14.3. Why this number and not 14.7 or 13.6. From there and on O2 sensor giving you the STFT to work around. So far no one gave me the very first target number how is calculated. Thanks
From what I understand - most engines respond to similar afr ranges, for instance on petrol most will idle around 14:1, and you want to make sure you have around 12.5:1 to be safe when under boost.
So then you want to use "known generally safe" afr's to then ensure your VE is set up right as Scott shows in the video. Then once everything is proven, start dialing in the afr's for power etc. Then timing comes in after that...
I think the point is once everything is calibrated using VE tuning method, everything afterwards is very simple. You want 15:1 during cruise? Just type 15:1 in those cells. You change from 1500cc to 2000cc injectors? Just type 2000cc into injector data and the software sorts the rest to keep your afr the same.
I have a dream. A dream of really smart ECUs. To be able to tell the ECU "this is my base map, give me 15% more power", and it will create the most optimal result on it's own.
That dream is not far out! AI develop will definitely bleed over to automotive tuning in the near future. And that will definitely be a feasible task for an intelligent computer!
Great video. Can you explain why my oxygen sensor ads fuel when intake air temperature is rising? In my opinion it makes no sense but I can watch my lambda getting lean when temperature is rising.
I’d really like to see this with a forced induction engine. Won’t VE change based on boost controls? I’m just having a hard time putting all these pieces together from every little video on one specific small table. I think I understand all the individual tables now; A “high-level” overview of all the tables and variables with instruction on what order to adjust would be great.
so how DO you set the AFR table for the first time on a "new to you" engine? cuz afai understand, once the target AFR table is set, you could pretty much auto-tune it by adjusting the VE table using the STFT delta you're seeing. But how do you know the AFR table to begin with?
If you haven't already, we strongly recommend you watch Matt's Volumetric Efficiency video first: th-cam.com/video/E96rBIzZ_sE/w-d-xo.html
All right then, In our previous video (linked above), Matt explained the theory behind Volumetric Efficiency - today Scott (aka Tuning Fork) invites you to the dyno room for some hands-on demonstration of exactly how VE tuning happens in real life. Plenty of hints and tips ahead so put your "learning cap" on and let's go!
Interested in this topic? Here’s some more educational stuff:
How Flex Fuel Works: th-cam.com/video/KQcbaMIAjcs/w-d-xo.html
How Dyno Tuning Works: th-cam.com/video/rkcYDrwaJBg/w-d-xo.html
How ECUs Work: th-cam.com/video/49SjHjnnVn4/w-d-xo.html
Would you take the same steps with a OEM ECU? or would it be different? I ask because I tune cammed, stroker and boosted engines with factory ECUs and sometimes it can make you want to pull your hair out.
wouldn´t it be nice to have a button or command for steadystate tuning wich applies the O2-Correction number on the active cell? that would save tons of clicks right?
... _sel-ee-kuh_
This helps explain some of the magic and mystery, still seems magical and mysterious when your car drives onto the dyno, Scotty magic fingers it and then it drives off AMAZING
... and that is why Scotty's dyno videos need to be rated.
I come here to learn and hopefully apply some of the knowledge to my maxxecu street
Mighty Magic Finger Mods
My head hurts
Love a good magic fingering
I paid to do EFI courses online and this one video taught me more than the whole course! Thank you!
What I've seen on the paid courses is big words and alot of bullshit trying to make u think u really paid for and got alot of info !! This guy is a really good teacher as well and on the other bs 1s they shouldn't be the 1 Teaching how to do it !!! He type it in and it changed that was so cool to watch and it made sense and the % of the engine is what made me wrap my head are what I should be typing in the boxes!! Now I need a dyno doing it on the street I'm going to get a dam ticket !!
Underrated comment
Man that was good..I learnt so much...
this will be on repeat for a few times.
I love that you showed the interface in real time editing.
Great video Scott. The best description of air density I have seen was done by Gale Banks. He has several great episodes on air density and turbo charging on his channel.
Gale banks taught me so much over about an hours worth of video
20 inches of vacuum you said. So, about 340 hectopascals? Takes me back to balancing carbies on motorcycles! The level of control we have over the combustion process these days is mindblowing compared to the old days. Thank you so much for explaining he process.
This has to be the most thorough explanation of VE tuning that made sense to me.......10/10 Scotty.
This could not be a better example to me, because this month i will finally install my Elite 1000 on my S13 (SR20). !
Nice! Best of luck. If you get stuck - contact our tech support on support@haltech.com
Thank you. After watching this video we chose to add "air flow" to the Haltech Elite log. Now we just divide the stated lb/hr airflow with 60 and look at the turbochargers compressormap to see were we are at. Then we can compare this to the dyno hp and calculate hp pr. lb/min of airflow. We find this usefull.
This actually helped me understand what an actual volumetric efficiency table is and what it does. Interesting fact that and also an untold truth that most tuners rely on 02 trim to get ve mapping correct.
Great video, nice to see it explained in practice. Would love a similar practical video on the ignition, as its the part where many newbies like me start sweating, especially without a dyno.
gotta agree with you there on the Ignition part newbie or not without a dyno.
Nope
Scott this is an amazing video i wish to see more of this content. Such techincal videos make me go for haltech for all of my cars and friends projects. Well done
Thanks for the feedback:)
I don't know if this explanation is crucial for people used to "the old way of tuning", but for me this was clear as day. This is exactly how I imagined it would work simply by watching MCM, The Skid Factory and Nugget Garage. I guess it may have helped that VE was part of the explanation by the guy who taught me the different operation modes of two-stroke, four-stroke and rotary engines (TH-cam channel "The Workshop").
Man I'm starting to regret I bought a fuel tech ECU. I'm starting to love haltec from all your videos . Not downing my ft450. But man oh man you guys are great with videos and help
Oh shoot, the tuning is really an art with Haltech! More I see these technical videos, more I incline to get one for my car. Thanks guys for these vids!
You're welcome:)
I also am saving for an elite 2500
Just got a halted for my 33. With the added sensors mentioned here. Can't wait to put it all together and be able to drive it to my tuner with a closer base map for him.
You just made so many things click together in my head, as I've been struggling to comprehend this vast world of tuning. Thank you so much! I feel a lot more confident now as a beginner to slowly start adjusting things; I've been scared to tweak anything past the basemap on my freshly turbo'd 1990 Miata running an Elite 1500, even when I identified an issue. Until I can schedule at a dyno tuning shop I've just been trying to take it easy, but wanted to tweak the minor AFR issues I saw. Now I feel like I can! You're the man!
Thank you
Guys ! Can’t wait to start playing with my new 2500 elite ecu and learning from these videos
I’m gonna apply all this on a 2JZ swapped Subi. God is good!
I come from the injection tunning method with the old bars style software, I could tune that setup with my eyes closed, this is all new to me and excited about learning it. Great educational videos
Appreciate you taking the time to produce these videos. Very similar to a previous platform I’m familiar with just slightly different terminology. Videos like these will help sway my upcoming upgrade decision towards haltech platform.
Just like a Harley only in real time. Very nice software. And yeah, if you start with a fairly close "base map", the "fine tuning" is quicker and easier. Therein lies the art of tuning. Unfortunately, many consumers don't realize the intrinsic value of the art.
Great video! I’ve been tuning with HPTuners for a while and recently got a Haltech, so this has helped me understand the system a lot more
Such a fantastic video. This with the theory video actually makes it all make perfect sense.
Great video Scott, and hats off to the owner of this cool car! Cheers mate...
Outstanding job on the VE table explanations for this video. I have been getting into tuning over the last year using HP tuners and an ECM link for the old DSM's so any great information like these videos is appreciated. Have also used MOTEC in the past so Haltech is one of the few major platforms I haven't had a chance to use.
Loving these technical deep dives
Well done done Scott so much explained so well. One of your best videos and it got the concept across to me perfectly!
Best car you have had ever on the channel swweeetttt
LOL glad you like it:) We did have a very similar Celica in our "Tuning in the 1980s" video a couple of months ago.
This continues to be the hallmark we've come to know, trust and depend on as car enthusiasts and professionals alike! Delivery of an advanced technology to the market where it's easy to utilize through integration procedures that allow immediate return on value. Guided implementation strategies facilitated by the resources of a robust hierarchical support channel enables a direct pathway to exploit levels of success for consumers of all skill levels every single time. All this while keeping the product 100% accessible through a vast dealer network, a feat only equaled by its affordability across a wide range of ecu models which suit so many varied particulars! For this to be your hallmark over a span of 35 solid years says a lot in every regard.
I can't quite say thanks enough for your continued efforts, please know that it has made so much within the industry possible.
Sincerely yours,
A Proud Haltech Dealer.
Thanks bud:) Comments like yours make it all worthwhile.
Well done Scott. Its not easy trying to explain this complex stuff to the masses! ❤️
So helpful for my understanding of the interplay between different functions of the software. Cheers.
You guys are legends, thanks for sharing! And thanks for the laughs when I saw how well you fit in this car😂
I now want to buy a beater and learn irl... cheers dawg, you just taught me invaluable information I truly wish to put to use in my future career
What an awesome explanation. I now know what I was missing on my tune. Time to bust out the laptop.
Yes!! Good luck :)
Thank you Tuning Fork!
What a great series of tutorials (along with Matt) I feel like I’m in kindergarten being schooled by professors. Nicely done Haltech. Also how perfect is that RA celica from engine bay to interior 😍
I love how Scotty is sitting like he’s in an F1 car. But Scottys a legend.
It's not easy to keep Scott in frame when he's well over 2m tall LOL
@@haltech We need to get Scott and Edd China to do a show together. See whos taller!?
@Scott Hilzinger really?! That’s amazing! Love the channel keep up the good work!
I hit subscribe button after watching this. A really good one.
Wow i actually learnt from this explanation. Thank you so much ❤
I loved this video because I tune EXACTLY how Scott said using the O2 correction to do my dirty work. But this video was still informative and entertaining.
Thanks for your video very easy and simple way u explained how to do it u are a great teacher !!
Thank you so much! This has helped me so much
I love this guy! ❤
Great explanations thank you clarified so many tuning items.
Thanks Scottie. I've wanted someone to explain this and now I have a better understanding.👍🏽
I'm seconding the request for ignition tuning strategies. I know you've gone over it in other videos, but it would make an excellent follow-up to this video.
Care to elaborate on which part of ignition tuning are you trying to learn?
@@MrDelsoleg11MBT would be great
@@kinslayergaming3159ah ok its really simple with with right tools in order to get to achieve mbt you need a precise dyno that's capable of reading torque in real time as opposed to calculating, usually found on dynos that include some kind of retarder. The common dyno jets will not be able to do the job properly. you'll also be limited by knock. Some engines won't be able to ever reach mbt, especially turbo charged engines running on pump gas since you'll reack detonation point before mbt. The proper way to tune isn't to chase mbt, but to reach the optimal performance for that given setup. Reliability should always come before performance when tuning a street engine. Street cars are never tuned to the maximum they just won't last. One trick I've learned when on a dyno jet is that the torque curve is usually flat around mbt so during that point if it's not knock limited I'll add a degree if it knocks I'll retard by 4 degrees maybe 5. If it doesn't knock but no increase of torque is gained I'll retard 2 degrees. To do it right is a long tedious process since you have to tune every load and rpm column and thats why you need a dyno with a retarder like a mainline or mustang. Obviously it can also be done as I described by doing sweeps on a dynojet but again it's more of a best guess as opposed to an actual reading. Hope that helps.
@@MrDelsoleg11 i see
Can you please do a Technically Speaking on the Engine Protection function.
Such a good explanation with real world examples and making the changes live that can be seen as expected is really awesome.
Awesome video! Got my hands dirty with tuning recently. I'm honestly loving it.
Thnx for the feedback:)
Very logical and easy to follow.
thanks a million scott, that was an excellent tutorial
Glad you enjoyed it:)
this video is pure gold
This was so easy to understand. Thanks 😊
wow!!... best explanation and all words perfectly said!...
Nice. This was some Adre level Tutelage.
Dammit, I knew VE must have stood for something simple, but I never guessed it, have wondered for ages.
It also stands for Vernal Equinox but for that video you might have to go to another channel:)
@@haltech and v**ginal endometriosis for you gyno types...
but we digress...
the VE tuning has been fairly simple with the haltech. I just wish i had me a dyno lol i really really want to tune my car myself but it still has no lights or anything so still cant road tune it either
Same here no tags and everything highway out side of town is full of bears
@@Kingcadillac816 lol yeah fk hitting a big old bear, the kangaroos here are bad enough let alone a bloody bear
This just blew my mind. VE tuning makes so much more sense. Take my aem emsv2 on trade please and thank you
OMG, so well explained again! Thank you! :-D
Wow! I would've sold my gf back in the day to have this SR20 in my 240sx!
Good job explaining
I will probably be coming back to this video many times while setting up my ecu, great explanation.
P.s. I'm 201cm tall and know how uncomfortable that car is for you Scott, I feel your pain.
I was talking to a friend with a nostalgia Top Fuel car. He said they actually want to rev past where the volumetric efficiency is best. Because they are limited to a small fuel pump and the engine needs more fuel than the pump can deliver at that RPM. Yes to a nitro engine 20 gallons per minute is a small pump lol
Very well covered 👍, can we also get this level of detail on adjusting for intake air temperature compensation/coolant temperature compensation? Looking forward to timing tables and more. 👍
awesome video very informative
absolutely amazing video!
Would it be recommended to use the auto VE for air temp correction or not?
Please do a video on air temp correction!
Excellent tutorial, 💪🏼
Thanks for explanation!👌🏽
One of the best engines to swap in your corolla or celica is a Toyota 2RZ or 3RZ.
It is basically the 2JZ with 2 pistons chopped off.
With a Iron Block, Steel Crank, Steel Rods , and DOHC Aluminum Head. This can make about 450hp stock when boosted. Throw some pistons in it. You can push it to over 600 no problem
Ignition table setup and tuning next please :D
One part I'm still not sure about; how do you decide what the target AFR should be?
And another question, do you have to worry about dead time at the end of the injector cycle? Won't there still be a small amount of fuel coming out even after the injector has been switched of?
How do you determine what AFR number you put initially? You set a target ratio 14.3. Why this number and not 14.7 or 13.6.
From there and on O2 sensor giving you the STFT to work around.
So far no one gave me the very first target number how is calculated. Thanks
question here..... O2 sensor is use along with wideband in order to do short term fuel trim?
Awesome video 👊😁
Thank you
My car came with a safc II in it, I have no idea what it does or how to use it 😅.
Great video.. Keep this type of content coming.
More in the pipeline:)
Great video!
One question though:
How do you determine the right AFR values before tuning for VE?
From what I understand - most engines respond to similar afr ranges, for instance on petrol most will idle around 14:1, and you want to make sure you have around 12.5:1 to be safe when under boost.
So then you want to use "known generally safe" afr's to then ensure your VE is set up right as Scott shows in the video. Then once everything is proven, start dialing in the afr's for power etc. Then timing comes in after that...
I think the point is once everything is calibrated using VE tuning method, everything afterwards is very simple. You want 15:1 during cruise? Just type 15:1 in those cells. You change from 1500cc to 2000cc injectors? Just type 2000cc into injector data and the software sorts the rest to keep your afr the same.
At least I think that's the general idea.. I'm learning too 😊
Great job! Thanks
I have a dream. A dream of really smart ECUs. To be able to tell the ECU "this is my base map, give me 15% more power", and it will create the most optimal result on it's own.
That dream is not far out! AI develop will definitely bleed over to automotive tuning in the near future. And that will definitely be a feasible task for an intelligent computer!
I see why people like Haltech......... being about to sit there and change values live cuts tuning time 10 fold+ no doubt.
Brillant.
Great video. Can you explain why my oxygen sensor ads fuel when intake air temperature is rising? In my opinion it makes no sense but I can watch my lambda getting lean when temperature is rising.
Love it
So you can can use VE to get it to startup but you'd wanna use the wide band on the WOT correction
What great content. I'm assuming you have a lot of data on file now, so if you buy a Haltech you can be up and running pretty quickly.
Thank you so much
excellent
Clever stuff!
Fantastic.
Tuning Fork, how much authority (aggressive) do you tell the O2 sensor to make the fueling changes, so it stays on the target AFR? good video💪
Awesome!
What would happen if you started with incorrect injector info then tuned the fuel table ? And the targets match ?
I’d really like to see this with a forced induction engine. Won’t VE change based on boost controls? I’m just having a hard time putting all these pieces together from every little video on one specific small table. I think I understand all the individual tables now; A “high-level” overview of all the tables and variables with instruction on what order to adjust would be great.
so how DO you set the AFR table for the first time on a "new to you" engine?
cuz afai understand, once the target AFR table is set, you could pretty much auto-tune it by adjusting the VE table using the STFT delta you're seeing. But how do you know the AFR table to begin with?
great stuff
Great video guys
Glad you enjoyed it:)
Great vid