Thanks for this video. Your videos are the best I have seen. Straight and to the point with no nonsense. So much easier to watch a 15-20 minute video and get to tuning instead of watching other 1 hour + videos and being confused.
I started over at the MAF Tuning and Scaling Video for GEN IV, then ended up over here when the GEN IV stuff looked so odd (I'm working with a very simplified 0411 - thankfully one of the commenters on the GEV IV video was in a similar situation and asked my question). Once I got to this video I didn't understand how the wideband was getting into the logging, but upon rewatching a few times I believe that the "AFR Error Math" must pull it in automatically from the serial port when it sees it (makes sense). For some reason that was really tripping me up, but I think I get it now. Also, the fact that adding a graph is under "graphs layout" somehow slipped by me in the GEN IV videos, so I couldn't figure out how to build a graph, but here I caught it. Thanks for all these videos - I would stand no chance without them.
As follow up, went out and put everything on the truck - weird issue where when I start scanning, all my channel configurations (which I set up based on this video and the Gen IV videos) go back to some sort of default setup. From that default setup if I go to add channels, it looks like the other channels (the ones I actually want) are selected, but they don't appear on the list. Must be a software problem (running 4.4.4 - latest version - checked for updates), or I just really don't understand how this is supposed to work. Either is possible.
Figured it out. Watched the video on the VCM Scanner and it talked about having too many channels / PIDs logging - that was my problem. I'm sure the 0411 is very limited in this area - once I got it down to the three I really needed it worked immediately.
Hands down the best tuning videos on TH-cam but I know this is an old video but when you talked about P.E settings when tuning MAF just leave the P.E on stock settings and tune that way I'm new at this so please help me thanks so much for your hard work
One thing I found when doing this is that STFT is still enabled and making changes to fueling when following these steps. There is a setting under the "Open Loop/Base" tab that allows you to disable STFT in open loop. I did this and it makes the fueling solely based on the MAF without STFT.
Hey kyle thanks so much for the videos they've all been super helpful. just wanted to drop a small correction here even though it probably doesn't apply to many people. manual transmissions use the same dfco as autos the clutch transition just delays dfco kicking on when you press the clutch so that your rpms don't drop like a rock to idle while your trying to shift. in my truck it seams to work like a lazy version of auto rev matching.
Finally got all my stuff in and installed on my 98 vette, I got the maf dialed in today! Thanks Kyle your videos made me believe I could. Now to watch sd 30 more times and on to the next step.
Loving it so far. Sat here at work and setup the scanner for datalogging so I can go out and start tweaking on my 2003 2500HD after work. Just got it today and this thing is a TURD! Seems like this will be a good platform to get my feet wet tuning. Thanks for the vids!
Thank you, Kyle. This is quite helpful to me. Have done zero tuning myself. Like Busa0069 said--the reason why something is done is just as important to learn as how it is done.
Hey buddy this was very helpful in ur honest opinion where would the beginner no laptop no nothing not just ur set up but everything a person needs to learn and purchase I'm disabled and can't get around to good but I still need a in come I'm not the smartest tool in the shed but everything u have said and showed in ur videos it really makes sense one of the 1st I've actually could understand with all that being said just a brief list of thing I need and dont where I can't be cheap and what's pointless thank u ahead of time buddy keep u the good work
Hey Adam, HPTuners is a great platform to learn on and the nice thing about it is that it will run on almost any decent laptop, in fact I tested out the cheapest one I could buy on Amazon, and while it didn't run blazing fast, it was still good enough to get data logs and make changes.
Correct, that is why it's imperative you have a wideband that can produce correct error ratios. First mod should always be a wideband if you're getting into tuning
Hey man. Lot of guys asking why their histogram for the MAF isn’t populating cells. I’m having same issue. Followed your directions to a T. Any advice on why???
Under open loop tab, Do you need to disable the Open loop STFT? If we're forcing open loop for tuning with the wideband wont the STFT Still function if you leave that enabled? I'm new to tuning so trying to get it all straight so my afr err ratio is correct.
Keep these kind of videos comin I like how u walk through while explaining n showing how to do it can u do in session to tha next step after tuning mass airflow so we or me can know what to tune next thank u
I have done this and it seemed to help a little bit. I did a complete engine rebuild and it has aftermarket air intake headers no cats and a btr stage 4 v2 truck cam. I have played with the spark advance a little but i don't wanna get too crazy and destroy anything. I have the AEM wideband on it and its running lean.
May have scrolled through this too fast when coming back, but in your intro to tuning series on your truck you pulled 5 degrees spark and added some early fuel to start rich. Would you do that here too? I just got long tubes, full exhaust, and CAI and am hitting low 15 AFR at idle and wondering if I should do like a 1.05-1.1 multiplier before going out and MAF tuning. Thoughts?
New to tuning, figured this is the best place to start. Thanks for the great videos. Im trying to dial in my MAF and get between plus and minus 1. Each day it logs different, cooler days its reading rich (-1.5 to -2.5) after it sits for a few or on hotter days i can dial it in and keep it pretty consistent around zero. My question is, how do i know what is correct? its obviously temp related. I thought the maf compensated for IAT. Its brand new by the way. Stock engine with long tubes, CAI, and AEM wideband
What's the advantages of going to the LS7 MAF over the stock one in the Gen 3. The motor that's going in the truck is a Summit Racing 450hp 5.3. The intake is a Fast LSXRT with the Nick Williams 103mm throttle body. The air cleaner is one of the Volant air systems.
Hey man I'm setting everything up in the histogram the same way but when I try to log data all that populates are green "100.00's" across the board. Any idea what on what might be causing this? any help is greatly appreciated thanks!
Let me first say that you are one of the best video instructors out there for HP Tuners GM tuning in TH-cam. There is something that I still find confusing. Can you please clarify the logic behind the “multiply by % half” and how that gets you close to the actual MAF value? I’m having trouble getting my head wrapped around the mathematical logic behind this. Lets say that at a current value of 100g/s at a given MAF frequency the log reads AFR to be 25% off error to the richer side (error of -.25), does this mean you multiply by %half of this value meaning it will multiply 100 x -.125 and just put this new result on the cell? This doesn’t make sense, unless it adds the multiplication result of 100 x -.125 which is -12.5 to the original 100, bringing it down to 87.5. This makes more sense in my mind. Please clarify. Many thanks.
Thanks man! You are right, if you are multiplying by half, say you have a 10% error (10% error would be 10% lean in this case, -10 would be rich), when you do the multiply by % - half it is going to take that and convert it to the equivalent of 105%, effectively multiplying by 1.05. If you were to do the same for -10% it would be .95 by the time you used the mulitply % by half. Thanks for watching!
Thanks man! You are right, if you are multiplying by half, say you have a 10% error (10% error would be 10% lean in this case, -10 would be rich), when you do the multiply by % - half it is going to take that and convert it to the equivalent of 105%, effectively multiplying by 1.05. If you were to do the same for -10% it would be .95 by the time you used the mulitply % by half. Thanks for watching!
I have a question brother have u ever had an issue with the mass air flow senor .. not stop pooping up I've had my truck tuned twice an there nothing wrong with my mass air flow senor.. needless to say I still have the engine light still on for that an primary ignition h light .. I'm lost an have no clue what to do. Any help would be helpful
I’m working with a 2003 5.3 so I purchased your scanner package and it’s awesome BUT I can’t get any readings on the maf or vve graphs. I’ve made sure all the parameters are selected that are needed. Looking at the predetermined maths the pids are white and should be scanning. I have maf sensor, eq commanded, air-fuel ratio commanded, mass airflow, absolute pressure, rpm. Still graphs not showing data. Please help
Hey man, no clue what I am doing, but I followed the directions and setting up the Histogram and nothing is populating. So my AEM wideband populates the table? Does the AFR Error automatically know to use the wideband AFR from the AEM. I purchased the 30-0334 without realizing it doesn’t work with pre-2007 PCMs and that’s probably why it’s not populating. Sorry, I am literally one day into doing this and have zero prior FI experience.
Should I be using AFR error or Eq error? I am using a uego wide band. If I have eq error table but it does not read afr error. Are these essentially the same for tuning maf? I can use AFR err or EQ error for the same result?
When done with MAF how many of the disabled parameters do we enable? I have the MVPI3 and wideband 2000 WS6 Firebird with mild cam, LS6 intake and longtube headers. Thanks for the Great videos. I have yet to make any changes, I paid to have the car programmed. Little confidence in the guy that did the tuning, only one in the area.
Great video. I'm following along step by step, but I cannot get my scanner to log AFR error to copy and paste back into my editor. Not sure why...any ideas? I do not have my wide band feeding to the comp yet. Would that matter?
I just updated size of tubing and intake and maf using 12576410 maf card from ls3 or 7 now only 1500 cell populates? Still ok hz but now can’t log maf curve….. any ideas?
Finally found someone making videos that are truly educational! I’ve watched some multiple times learning something new each time! I have a question, (it is close to a comment below). When building the chart in your MAF tuning video ( Tuning Series Vol. 3 ). You creat a new math filter using the math from “EQ Ratio Error”, then replace the EQ Ratio [sensor] variable with the AEM input. But when building the chart in this video you use AFR Error instead. I will be tuning on my 98 Trans Am and I have an AEM 30-4110. Can I build the chart from Tuning Series Vol. 3 or would it be better to build the chart from this video?
Love the videos mate very informative. Great for people starting out. I have a question can you elaborate more on what issues the larger cam will have tuning with maf as I want to keep my maf and I’ve just gone large cam lol, thanks mate
I cannot get this graph to work. When copying the data using copy labels it only copies column axis headers and will not work for logging or anything else. Any ideas as to why this is?
On gen 3 is the afr error and eq error math interchangeable and able to be used on maf and ve tuning? I have been using eq error and probably doing it all wrong.(2000 Pontiac trans am ws6)
Can you do a tutorial on MAF tuning for gen 3 with cam & smaller chamber heads? It just wants to run lean??? Maybe one on SD too if wouldn't mind? Thanks
I'm a first time tuner of a 2005 Chevy SS with the turbo and a mild cam I need to know how to tune it or begin to tune it and get my afrs where they need to be and I have no mass air flow sensor
Thank you for this video! straight to the point! Question: During MAF tuning, how can I avoid the IVT vs Map gains within open loop. I am afraid to set the Gains to 1.0 for tuning process. Is it possible to do a graph to recalculate commanded AFR vs EQ for this case? Thanks!
I'm super late. But I run a mystic teal filp flop chameleon Gm factory paint code LS gen 3 nitrous small tire car. So does this apply for us nitrous guys. Thank
You say to keep power enrichment enabled for MAF tuning. What about some vehicles like my 03 chevy 2500hd, where power enrichment is effectively disabled from the factory?
thx. So after copying from scanner into tune file...then what? Does this process need to be repeated several times? I have watched some other videos, and seen similar, with the process repeated multiple times to get the numbers "close"...Can you explain that? I'm lost on that.
Yeah, flash it in, go pull another log until you start seeing knock, that's how you know you've maxed it out. Once you see that you can go back and either remove timing in the areas if knock or just take a degree or two out of the whole table and leave it there depending on how much time you want to spend on it.
Just buying hp tuners had it tuned by a shop with it comes off the line very weak I have a 2006 Chevy 1500 with a 5.3 cammed , ported heads , 4.10 rear end and a 4l60 with a 2800 to 3200 circle d stall and a Corvette servo please any help will be appreciated
I have watched numerous videos, where you change the values prior to logging maf, then changing them back. Is there a reason you aren't just copying the MAF calib changes to the "as found" file and then writing that, rather than going back and re-enabling all the LTFT trims?
Kyle , any reason why you don't disable the short term trims? I did everything in your set up for MAF tutorial and took a drive . I left the short term trims on my channels table and they were in the 15-20 range below 2800 rpm. Thank you
Should I interpolate everything past 9000hz because when I paste special by half my graph spikes up a lot but everything past 9000hz doesn't change because there is no data to multiply there
very helpful video, but i have one question. i followed the steps in the video, when i recorded a log my ltft where still reading, they wasnt jumpimg around like they normally do but they was still reading, do you have to reset the fuel trims in the editor?
Do I have to have a wide band on my silverado to tune my stock truck? I am wanting to clean up the fuel curve and maybe make a little more efficient power over the factory tune. Thanks.
I have a 1974 Chevy K10 that I took a 2003 GMC Yukon denali 6.0 and put in my truck I sent my computer out to have it unlocked it came back it ran fine well OK then I put a camshaft and Springs on it took it to a dyno shop they got 295 to the wills and it runs horribly I bought Hp tuners because I was tired of them messing with it and now I'm trying to figure out what they did can you please help me tell me what to do for I can get in contact with you I did 15.5 before the camshaft 17.8 after the dyno tuning
I just got my HP Tuners and I have never tuned anything. Lol I have a 2017 chevy Silverado. I put a cold air intake and a cat back exhaust on it. I used HP Tuners to disable DOD and thats it so far. What else could I or should I do to help this truck with a little more power and/or better efficiency? Love your videos. Thank u.
For some reason hp tuners is not populating my afr error histogram. The button to repoll is greyed out. I also have the aem 4110 when I do the user defined and divide it by 10. The computer side shows 1.49, but the gauge it self shows 14.0. In order for it to read right I have to use gas 14.7
Hey there , have a 2003 holden running a PO1 with an LSA and Vortech with speed density , using a HP tuners 2 bar operating system and want to go back to the blended tune. Have a credit card slot 5 wire MAF with adaption harness to hook into the car and am not sure where to start with the MAF table as this is a totally different sensor and a larger pipe than standard, do i just see if it will run and keep punching in numbers till it does and then extrapolate to the max setting from there ?. Love your vids straight to the point and easy to follow . Cheers from Australia
Calculate the difference in tube size in percentage then bump your MAF curve by that much and it should get you close enough to start the tuning process
@@GoatRopeGarage Well set up the MAF , changed settings to start tune and set up scanner. Stated ok but soon realised that there was no readings coming from the MAF , the scanner was only populating the first square with a error value . The tune is a two bar speed density operating system , do hp tuners disable the maff or am i missing something to turn it on?
I follow step by step and I can't get Dara to populate on the AFR ERR table. I'm only getting one box to hit and it's 1500 with -9.5 non of the other frequencies are registering. Any help?
Figured it out. You should mention that we need to add the MAF FREQUENCY LOG to the channel list for your graph to log properly. Correct me if I'm wrong but it's working now.
When I’m MAF tuning I can get couple decent tunes in but it seems once my IAT’s begin to heat up I begin to see lean readings in the EQ error. I’m curious why this happens? I have closed loop disabled. It is a gen 3 with a cold air intake and long tube headers. Oh yeah and I live in South Texas so it always hot. If you have any pointers. I’d appreciate it.
Hi Kyle. I installed Procharger in a LS376/525 (E67 ECU). Procharger kits include a smaller diameter inlet tube than the stock one. Right now I only want the engine idle, but as soon as I start the engine, it begins to accelerate itself and I need to shut it off. So I couldn't do what you suggest. Is that a common issue? Do I need to manually escalate de Mass Airflow vs Output Frequency table taking in account the new tube diameter first? Thanks!!
@@GoatRopeGarage Hi, first of all thanks a lot for your quick reply. Unfortunately Procharger doesn't provide any tune with their kits. Obviously, I could try it, but what do you think about to manually scaling the MAF vs Output table using the proporcional diference between the stock tube diameter and the new one? I saw that a lot of people do that when they change the inlet tube for a bigger one. In this case the coefficient will be
How does this play into idle fueling? I have a gen 3 with a 216/220, .550/.550 camshaft. Im having some idle issues still. Just finished up the VE and coming back to MAF with the hopes that it will fix my lean condition when adaptive idle kicks in. It will drop to 1.19 to 1.25 when the adaptive controls come on. it will work its way back to 1.05. I believe this is causing the big swings and dips when returning to idle or when you rev.
@@GoatRopeGarage It will swing from 10 up to 28. RPM swing if I hold 1.6% throttle in next to none. As soon as I let off it will drop to 600 rpm, timing spikes to 37 degrees the rpms continue to fall and timing drops to 17 degrees. The IAC shoots to 136 desired and the RPMs begin to Recover. As the RPMs reach the set point (700 rpm) the Timing drops. Of course the IAC is now at 136 and the desired drops to 100. Timing drops to 7 degrees and then the RPMs (now at 850) start to fall. It will repeat this process several times and either die or recover and stabilize.
Any possibility of touching base on this same topic, but using LAMBDA and EQ ERROR? When I setup a MAF or VE graph, using my wideband reading in LAMBDA, the error % on VE and MAF is 300-400%, which obviously is not correct. I just switched to running straight E85 and have been beating myself up trying to figure out why my logs do not read properly...
Kyle, can this be done without using a wideband? I have a 04 2500HD with the LQ4 and 4l80E, all it has is intake, exhaust and electric fans, eventually I may want to tackle the PE in which I would need a wideband, but would like kind of get my feet wet before dropping 400-500 for the MPVI2 pro and a wideband
@@GoatRopeGarage thanks for the quick response, I appreciate it! I had a feeling that was the case but wanted to check before I committed to spending the money. But i guess you gotta learn at some point!
@Goat Rope Garage Kyle, I have gone through a lot of your videos and watched where you discussed hooking up the W/B via serial with the mpvi. I have the mpvi2 and would like to hook a wideband up for use on multiple vehicles. I see some people use red and black wire to the cigarette lighter, but for USB, does the signal wire go to the usb on the laptop or to the usb on the mpvi2 unit? Also thank you again for sharing your wealth of information!
This may be a dumb question, but what would be the reason for doing this? How does this benefit the engine itself? I have an lq4 in my 03 2500hd with true duals and a k&n intake... So not much is done to it at all, the thing has zero torque management and the power enrichment is actually able to be activated.. unlike the factory tune. As for how far I can go without changing timing, is that about it? (91 octane is too expensive and I hear stories about gas stations putting 87 in the 91 tank when they can't get 91) so needless to say I just stay away from changing the timing at all
Specs: 218/224 .553/.553 113+3 this is the cam I have in my truck. It’s a btr 3 truck cam. It’s in an 06 Silverado l33. Headers and 2800 stall converter. It is a daily and I live in Wisconsin so we see all the weather lol. Should I tune it maf or speed density?
My ltft will not disable, i did every step in the video and checked after myself multiple times on a checklist but still cant get the ltft to disable on a p01 pcm,
Hey sir! I enjoy watching your tuning vids. I have a quick question. I’m not at the point to tune my own vehicle so I’m having it dyno tuned next week for the first time. My vehicle is a 2004 5.3 Sierra. I just put a p1sc Procharger kit on it with a 3.85 pulley ( I think 8-12 psi range) everything else is stock on the truck except Cat back exhaust. Will this most likely max my maf out? id like to stay away from 2 bar and meth if possible. Your thoughts? What are some things I should look for or questions to ask the tuner?
You'll have to run a 2 bar if you want any SD tuning done as you're going to exceed the stock map sensor. You might exceed the stock MAF, but that's an easy fix, you'll just need a bigger intake tube
Is there a way to safely predict the tune after the maf runs out? For smog reasons I’d like to keep the stock maf and not go 2bar. Any stock looking mafs that are bigger and easy to swap in? Thanks a bunch!
Need some help 🤦♂️ On around 5000 rev range, my car has a puff of smoke and sounds like knocking but I could be wrong. I checked my hp scanner, I can't see any knock at all. Am I missing something or did my previous tuner disable the knock. Where do I start looking for why it has that puff, is it too rich 🤷♂️. Gem III Sidemount supercharger 345rwk .
@@aleksmijakoski4281 you are going to blow that motor up if you are tuning a super charger without a wideband. You need to set up your commanded AFR, install the wideband and get it integrated into the logger, and start tuning the way goat rope tells you too. These cars can never command a rich enough AFR if you boost them, they arent setup to even see above atmospheric pressure (boost) without the correct MAP sensor and VE/MAF tunning at a minimum. Timing has to be dropped by at least 12 degrees from a standard NA map. Then you can start adding it back in. Your knock sensors might not even be enabled. You need that entire map gone through.
@@Jakeguard thanks Jacob, I haven't modified anything on the current tune. I'm waiting until I get my wideband. I'm not sure how to check if my knock sensor is on. Usually only on the first squirt it puffs smoke but not the second time. I just don't want any puffs of smoke to the car behind me, lol
Okay I did everything you did but when I go out and do a pool it doesn't record anyting the numbers that you had that popped up and green all of them staid 0
Got directed here from a Sloppy post. Great content! Is there a video on the high level operation of GM ECUs? From startup to closed loop, when is MAF vs VE used, how are fuel trims calculated and used. Most driving is done on the narrow band O2 sensor feedback, going rich/lean to maintain stoich, so why tune MAF and VE, just for PE?
I set this up the way you did and it didn’t log any data in the maf histogram when I went for a drive. Any idea what I might have done wrong or missed?
This video has helped me so many times. Every time I go to tune a new project I come back to these for invaluable information. Thanks again.
Thanks for this video. Your videos are the best I have seen. Straight and to the point with no nonsense. So much easier to watch a 15-20 minute video and get to tuning instead of watching other 1 hour + videos and being confused.
I started over at the MAF Tuning and Scaling Video for GEN IV, then ended up over here when the GEN IV stuff looked so odd (I'm working with a very simplified 0411 - thankfully one of the commenters on the GEV IV video was in a similar situation and asked my question). Once I got to this video I didn't understand how the wideband was getting into the logging, but upon rewatching a few times I believe that the "AFR Error Math" must pull it in automatically from the serial port when it sees it (makes sense). For some reason that was really tripping me up, but I think I get it now. Also, the fact that adding a graph is under "graphs layout" somehow slipped by me in the GEN IV videos, so I couldn't figure out how to build a graph, but here I caught it. Thanks for all these videos - I would stand no chance without them.
As follow up, went out and put everything on the truck - weird issue where when I start scanning, all my channel configurations (which I set up based on this video and the Gen IV videos) go back to some sort of default setup. From that default setup if I go to add channels, it looks like the other channels (the ones I actually want) are selected, but they don't appear on the list. Must be a software problem (running 4.4.4 - latest version - checked for updates), or I just really don't understand how this is supposed to work. Either is possible.
Figured it out. Watched the video on the VCM Scanner and it talked about having too many channels / PIDs logging - that was my problem. I'm sure the 0411 is very limited in this area - once I got it down to the three I really needed it worked immediately.
Hands down the best tuning videos on TH-cam but I know this is an old video but when you talked about P.E settings when tuning MAF just leave the P.E on stock settings and tune that way I'm new at this so please help me thanks so much for your hard work
You from Mobile? Rebuild transmissions and such? I'm from the other side of the bay.
One thing I found when doing this is that STFT is still enabled and making changes to fueling when following these steps. There is a setting under the "Open Loop/Base" tab that allows you to disable STFT in open loop. I did this and it makes the fueling solely based on the MAF without STFT.
Bud..your truly into this stuff..but dam, you blasé through so fast! I have to keep hitting rewind!..lol good stuff bud, keep it up!
play it at .5 speed
Man I’m relearning everything I dove into 12 years ago. Back before TH-cam is what it is today. Finally getting my C5 tune dialed in after a cam swap.
Hey kyle thanks so much for the videos they've all been super helpful. just wanted to drop a small correction here even though it probably doesn't apply to many people. manual transmissions use the same dfco as autos the clutch transition just delays dfco kicking on when you press the clutch so that your rpms don't drop like a rock to idle while your trying to shift. in my truck it seams to work like a lazy version of auto rev matching.
Thanks!
Best tuning channel i have come across! Extremely smart and great infornation
Cheers for all the videos mate, I put a LFX into a 2017 MX5 and your tips have helped me heaps
Glad to hear it!
Finally a new tuning vid. Keep em coming. Really want to see a vid of you doing a tune for a cam install on a gen 4 truck or something close.
andrew geary I agree! And gen 4 idle tuning.
@@drewgraff7748 I'm in on this also!!!
I third this!
I got fourth!
Finally got all my stuff in and installed on my 98 vette, I got the maf dialed in today!
Thanks Kyle your videos made me believe I could. Now to watch sd 30 more times and on to the next step.
Loving it so far. Sat here at work and setup the scanner for datalogging so I can go out and start tweaking on my 2003 2500HD after work. Just got it today and this thing is a TURD! Seems like this will be a good platform to get my feet wet tuning. Thanks for the vids!
great video and thanks for doing Gen 3. Suggest a Gen 3 Idle video as well. Good work
Thank you, Kyle. This is quite helpful to me. Have done zero tuning myself. Like Busa0069 said--the reason why something is done is just as important to learn as how it is done.
Hey buddy this was very helpful in ur honest opinion where would the beginner no laptop no nothing not just ur set up but everything a person needs to learn and purchase I'm disabled and can't get around to good but I still need a in come I'm not the smartest tool in the shed but everything u have said and showed in ur videos it really makes sense one of the 1st I've actually could understand with all that being said just a brief list of thing I need and dont where I can't be cheap and what's pointless thank u ahead of time buddy keep u the good work
Hey Adam, HPTuners is a great platform to learn on and the nice thing about it is that it will run on almost any decent laptop, in fact I tested out the cheapest one I could buy on Amazon, and while it didn't run blazing fast, it was still good enough to get data logs and make changes.
You should always disable STFT when doing MAF and SD VE correct? Otherwise I would think the computer is making adjustments.
Correct, that is why it's imperative you have a wideband that can produce correct error ratios. First mod should always be a wideband if you're getting into tuning
@@GoatRopeGarage So on a gen 3 with p59 computer, I should disable STFT under Engine-Fuel-Open Loop-STFT open loop?
best tuner !!!😂 bought ur layout for tuning graphs and everthing
Hey man. Lot of guys asking why their histogram for the MAF isn’t populating cells. I’m having same issue. Followed your directions to a T. Any advice on why???
Under open loop tab, Do you need to disable the Open loop STFT? If we're forcing open loop for tuning with the wideband wont the STFT Still function if you leave that enabled? I'm new to tuning so trying to get it all straight so my afr err ratio is correct.
Dude you’re awesome. Thank you for these videos
Keep these kind of videos comin I like how u walk through while explaining n showing how to do it can u do in session to tha next step after tuning mass airflow so we or me can know what to tune next thank u
I have done this and it seemed to help a little bit. I did a complete engine rebuild and it has aftermarket air intake headers no cats and a btr stage 4 v2 truck cam. I have played with the spark advance a little but i don't wanna get too crazy and destroy anything. I have the AEM wideband on it and its running lean.
Am I missing something… I’ve made the AFR Err table three times and still can’t get any values to show up after a drive.
May have scrolled through this too fast when coming back, but in your intro to tuning series on your truck you pulled 5 degrees spark and added some early fuel to start rich. Would you do that here too? I just got long tubes, full exhaust, and CAI and am hitting low 15 AFR at idle and wondering if I should do like a 1.05-1.1 multiplier before going out and MAF tuning. Thoughts?
Should add it’s a ‘98 vette with first iteration gen 3 ecu
New to tuning, figured this is the best place to start. Thanks for the great videos.
Im trying to dial in my MAF and get between plus and minus 1. Each day it logs different, cooler days its reading rich (-1.5 to -2.5) after it sits for a few or on hotter days i can dial it in and keep it pretty consistent around zero. My question is, how do i know what is correct? its obviously temp related. I thought the maf compensated for IAT. Its brand new by the way.
Stock engine with long tubes, CAI, and AEM wideband
gen 3 L33
What's the advantages of going to the LS7 MAF over the stock one in the Gen 3. The motor that's going in the truck is a Summit Racing 450hp 5.3. The intake is a Fast LSXRT with the Nick Williams 103mm throttle body. The air cleaner is one of the Volant air systems.
I love this channel ❤
Hey man I'm setting everything up in the histogram the same way but when I try to log data all that populates are green "100.00's" across the board. Any idea what on what might be causing this? any help is greatly appreciated thanks!
Let me first say that you are one of the best video instructors out there for HP Tuners GM tuning in TH-cam. There is something that I still find confusing. Can you please clarify the logic behind the “multiply by % half” and how that gets you close to the actual MAF value? I’m having trouble getting my head wrapped around the mathematical logic behind this. Lets say that at a current value of 100g/s at a given MAF frequency the log reads AFR to be 25% off error to the richer side (error of -.25), does this mean you multiply by %half of this value meaning it will multiply 100 x -.125 and just put this new result on the cell? This doesn’t make sense, unless it adds the multiplication result of 100 x -.125 which is -12.5 to the original 100, bringing it down to 87.5. This makes more sense in my mind. Please clarify. Many thanks.
Thanks man! You are right, if you are multiplying by half, say you have a 10% error (10% error would be 10% lean in this case, -10 would be rich), when you do the multiply by % - half it is going to take that and convert it to the equivalent of 105%, effectively multiplying by 1.05. If you were to do the same for -10% it would be .95 by the time you used the mulitply % by half. Thanks for watching!
Thanks man! You are right, if you are multiplying by half, say you have a 10% error (10% error would be 10% lean in this case, -10 would be rich), when you do the multiply by % - half it is going to take that and convert it to the equivalent of 105%, effectively multiplying by 1.05. If you were to do the same for -10% it would be .95 by the time you used the mulitply % by half. Thanks for watching!
Hey great video , so after your done tuning maf ,switch back to closed loop maf tune ? just wanted to make sure ,thanks
I have a question brother have u ever had an issue with the mass air flow senor .. not stop pooping up I've had my truck tuned twice an there nothing wrong with my mass air flow senor.. needless to say I still have the engine light still on for that an primary ignition h light .. I'm lost an have no clue what to do. Any help would be helpful
Loving this videos man ... any plans to address trans tuning ? Just did a 4l80e and segment swap in my NNBS.
Yeah, there will be some very soon.
Yes I need some 4l80 tuning info also!
What are your thoughts on welding a o2 bung in a X pipe for the wide band ? Is it to far back?
Ehh, won’t be too bad
Learning alot from these vids, looking to tune my 04 Chevy 4.3L in my overlanding adventure camping rig.
Those still use a distributor?
Yeah, with a triggered coil to adjust timing, so you have wide bars that connect the rotor giving you electronic timing adjustments
I’m working with a 2003 5.3 so I purchased your scanner package and it’s awesome BUT I can’t get any readings on the maf or vve graphs. I’ve made sure all the parameters are selected that are needed. Looking at the predetermined maths the pids are white and should be scanning. I have maf sensor, eq commanded, air-fuel ratio commanded, mass airflow, absolute pressure, rpm. Still graphs not showing data. Please help
I’m not using a wide band also maths are in lambda...
Hey man, no clue what I am doing, but I followed the directions and setting up the Histogram and nothing is populating. So my AEM wideband populates the table? Does the AFR Error automatically know to use the wideband AFR from the AEM. I purchased the 30-0334 without realizing it doesn’t work with pre-2007 PCMs and that’s probably why it’s not populating. Sorry, I am literally one day into doing this and have zero prior FI experience.
Can you explain how to do this with logging wideband through the egr circuit?
I will see what I can do, that might be a tricky one without physically doing it...
Same as above cant get the pro at this time
I have gone through the steps and can’t get the AFR Err graph to populate. Not sure what I am doing wrong
Should I be using AFR error or Eq error? I am using a uego wide band. If I have eq error table but it does not read afr error. Are these essentially the same for tuning maf? I can use AFR err or EQ error for the same result?
When done with MAF how many of the disabled parameters do we enable? I have the MVPI3 and wideband 2000 WS6 Firebird with mild cam, LS6 intake and longtube headers. Thanks for the Great videos. I have yet to make any changes, I paid to have the car programmed. Little confidence in the guy that did the tuning, only one in the area.
Really glad the gen 3 videos are out there. What wideband would you recommend if you use a hp tuner MPVI2 on a Ls1.
Help me tune my 5.3 with a truck noris cam new to tuning been binge watching videos for three weeks
Thank you for another video 👍🏼
Great video. I'm following along step by step, but I cannot get my scanner to log AFR error to copy and paste back into my editor. Not sure why...any ideas? I do not have my wide band feeding to the comp yet. Would that matter?
Hey Goat Rope, why didn't you disable Open Loop STFT's?
I was wondering the same thing, may STFTs still seem to be factoring in.
Im trying to convert your information from hp tuners to tunerpro... when disabling maf, what are some steps I can take to so so?
Can you do a vid on e38 maf calibration, also stuff we should look at when swapping intake manifolds/ cold air intakes
Yep, it's on the to do list!
I just updated size of tubing and intake and maf using 12576410 maf card from ls3 or 7 now only 1500 cell populates? Still ok hz but now can’t log maf curve….. any ideas?
Finally found someone making videos that are truly educational! I’ve watched some multiple times learning something new each time! I have a question, (it is close to a comment below). When building the chart in your MAF tuning video ( Tuning Series Vol. 3 ). You creat a new math filter using the math from “EQ Ratio Error”, then replace the EQ Ratio [sensor] variable with the AEM input. But when building the chart in this video you use AFR Error instead. I will be tuning on my 98 Trans Am and I have an AEM 30-4110. Can I build the chart from Tuning Series Vol. 3 or would it be better to build the chart from this video?
Build the one that matches what you're tuning, these are just general guidelines
Do you need a wideband o2 sensor to do MAF tuning?
Love the videos mate very informative. Great for people starting out. I have a question can you elaborate more on what issues the larger cam will have tuning with maf as I want to keep my maf and I’ve just gone large cam lol, thanks mate
Most times it won't be too bad as SD is doing some fuel adjustments where the cam had the biggest effect on the MAF which is lower rpms
are you able to log your wideband AFR with only the standard version of HP tuners? if not how do you work around this
You can if your wideband supports serial.
th-cam.com/video/mGcEw29XZBQ/w-d-xo.html
Hey, goat rope garage, MAF screen in or out?
I cannot get this graph to work. When copying the data using copy labels it only copies column axis headers and will not work for logging or anything else. Any ideas as to why this is?
On gen 3 is the afr error and eq error math interchangeable and able to be used on maf and ve tuning? I have been using eq error and probably doing it all wrong.(2000 Pontiac trans am ws6)
Yep, it's the same thing just that one targets AFR and the other EQ ratio, which is easier to use on later generations
Can you do a tutorial on MAF tuning for gen 3 with cam & smaller chamber heads? It just wants to run lean??? Maybe one on SD too if wouldn't mind? Thanks
Nothing changes, you can tune a stock Gen 3 or a Gen 3 with the craziest cam and twin turbos and the process is the same
I'm a first time tuner of a 2005 Chevy SS with the turbo and a mild cam I need to know how to tune it or begin to tune it and get my afrs where they need to be and I have no mass air flow sensor
Thank you for this video! straight to the point!
Question: During MAF tuning, how can I avoid the IVT vs Map gains within open loop. I am afraid to set the Gains to 1.0 for tuning process. Is it possible to do a graph to recalculate commanded AFR vs EQ for this case? Thanks!
I'm super late. But I run a mystic teal filp flop chameleon Gm factory paint code LS gen 3 nitrous small tire car. So does this apply for us nitrous guys. Thank
You say to keep power enrichment enabled for MAF tuning. What about some vehicles like my 03 chevy 2500hd, where power enrichment is effectively disabled from the factory?
Yeah, you can look at some it in to see if you get some performance out of it, if you're modifying I'd highly suggest it
I've been just turning off LTFT and Closed Loop via the VCM scanner. I assume that's just as good?
Yep!
@@GoatRopeGarage thanks man!
thx. So after copying from scanner into tune file...then what? Does this process need to be repeated several times? I have watched some other videos, and seen similar, with the process repeated multiple times to get the numbers "close"...Can you explain that? I'm lost on that.
Yeah, flash it in, go pull another log until you start seeing knock, that's how you know you've maxed it out. Once you see that you can go back and either remove timing in the areas if knock or just take a degree or two out of the whole table and leave it there depending on how much time you want to spend on it.
So I have a mpvi2 and I do have a wide band in my car but it doesn’t support serial, can I still do this?
5.3 sloppy stage 2 cam.
Just buying hp tuners had it tuned by a shop with it comes off the line very weak I have a 2006 Chevy 1500 with a 5.3 cammed , ported heads , 4.10 rear end and a 4l60 with a 2800 to 3200 circle d stall and a Corvette servo please any help will be appreciated
Do you need an external wideband to do this kind of tuning. It's not mentioned on this video.
EQ Err came in out of nowhere. Is it unrelated for tuning the MAF?
I have watched numerous videos, where you change the values prior to logging maf, then changing them back. Is there a reason you aren't just copying the MAF calib changes to the "as found" file and then writing that, rather than going back and re-enabling all the LTFT trims?
Nope, you could do it that way too.
Kyle , any reason why you don't disable the short term trims? I did everything in your set up for MAF tutorial and took a drive . I left the short term trims on my channels table and they were in the 15-20 range below 2800 rpm. Thank you
When you disable the O2 sensors via the readiness voltage it will kill the short terms also,
Should I interpolate everything past 9000hz because when I paste special by half my graph spikes up a lot but everything past 9000hz doesn't change because there is no data to multiply there
very helpful video, but i have one question. i followed the steps in the video, when i recorded a log my ltft where still reading, they wasnt jumpimg around like they normally do but they was still reading, do you have to reset the fuel trims in the editor?
If they are still reading you need to look for a different table to disable them, might be an ECT table for the oxygen sensors, try maxing it out
Do I have to have a wide band on my silverado to tune my stock truck? I am wanting to clean up the fuel curve and maybe make a little more efficient power over the factory tune. Thanks.
Do you have a video or a suggest video on the very basics of H.P. tuners? I’m thinking of getting one but I want an over view on how to use it.
Check out www.tuning101.com and the playlists, there is some basics covered in the HP Tuners 101 series
I have a 1974 Chevy K10 that I took a 2003 GMC Yukon denali 6.0 and put in my truck I sent my computer out to have it unlocked it came back it ran fine well OK then I put a camshaft and Springs on it took it to a dyno shop they got 295 to the wills and it runs horribly I bought Hp tuners because I was tired of them messing with it and now I'm trying to figure out what they did can you please help me tell me what to do for I can get in contact with you I did 15.5 before the camshaft 17.8 after the dyno tuning
Ronnie, check out the patreon, you can find a link at goatropegarage.com
I just got my HP Tuners and I have never tuned anything. Lol I have a 2017 chevy Silverado. I put a cold air intake and a cat back exhaust on it. I used HP Tuners to disable DOD and thats it so far. What else could I or should I do to help this truck with a little more power and/or better efficiency? Love your videos. Thank u.
I'm waiting on my AEM AF gage. It was on back order. It should be here this week.
So, in stock form, when the car starts and idles does it run off maf or off the VE table?
Weighted heavily to VE
When your done scaling the MAF do you turn dynamic back on? Or do the cars just run off MAF all the time? Thanks
Thanks to you, I just completed a couple rounds of maf tuning, and I’m wondering , what % of error I should be calling this good?
Anything less than 5% is usually solid, your narrowband sensors will easily correct the rest
@@GoatRopeGarage thanks much!
For some reason hp tuners is not populating my afr error histogram. The button to repoll is greyed out. I also have the aem 4110 when I do the user defined and divide it by 10. The computer side shows 1.49, but the gauge it self shows 14.0. In order for it to read right I have to use gas 14.7
very good explanation
Hey there , have a 2003 holden running a PO1 with an LSA and Vortech with speed density , using a HP tuners 2 bar operating system and want to go back to the blended tune. Have a credit card slot 5 wire MAF with adaption harness to hook into the car and am not sure where to start with the MAF table as this is a totally different sensor and a larger pipe than standard, do i just see if it will run and keep punching in numbers till it does and then extrapolate to the max setting from there ?. Love your vids straight to the point and easy to follow . Cheers from Australia
Calculate the difference in tube size in percentage then bump your MAF curve by that much and it should get you close enough to start the tuning process
@@GoatRopeGarage Well set up the MAF , changed settings to start tune and set up scanner. Stated ok but soon realised that there was no readings coming from the MAF , the scanner was only populating the first square with a error value . The tune is a two bar speed density operating system , do hp tuners disable the maff or am i missing something to turn it on?
@@peterr1342 make sure you're logging the MAF sensor, the parameter that reads in HZ, for your graph
@@GoatRopeGarage yep thats the one im logging just going to make sure the maf is functioning and give it another go
I follow step by step and I can't get Dara to populate on the AFR ERR table. I'm only getting one box to hit and it's 1500 with -9.5 non of the other frequencies are registering. Any help?
Figured it out. You should mention that we need to add the MAF FREQUENCY LOG to the channel list for your graph to log properly. Correct me if I'm wrong but it's working now.
Yes, you need the MAF sensor, which reads in Hz
Would this work on another gm ecu, where the MAF sensor measures voltage, not frequency?
No bullshit, straight to the point. Thanks!
Do you have any vids on converting from a gen3 style maf to a card style?
On the histogram setup I'm assuming you have to have a wideband on the vehicle to calculate AFR Err for the MAF scaling?
Correct
When I’m MAF tuning I can get couple decent tunes in but it seems once my IAT’s begin to heat up I begin to see lean readings in the EQ error. I’m curious why this happens? I have closed loop disabled. It is a gen 3 with a cold air intake and long tube headers. Oh yeah and I live in South Texas so it always hot. If you have any pointers. I’d appreciate it.
Hi Kyle. I installed Procharger in a LS376/525 (E67 ECU). Procharger kits include a smaller diameter inlet tube than the stock one. Right now I only want the engine idle, but as soon as I start the engine, it begins to accelerate itself and I need to shut it off. So I couldn't do what you suggest. Is that a common issue? Do I need to manually escalate de Mass Airflow vs Output Frequency table taking in account the new tube diameter first? Thanks!!
That's a complicated issue because if the tube is smaller it's going to cause you to read higher in the MAF scale, did it come with a tune?
@@GoatRopeGarage Hi, first of all thanks a lot for your quick reply. Unfortunately Procharger doesn't provide any tune with their kits. Obviously, I could try it, but what do you think about to manually scaling the MAF vs Output table using the proporcional diference between the stock tube diameter and the new one? I saw that a lot of people do that when they change the inlet tube for a bigger one. In this case the coefficient will be
How does this play into idle fueling? I have a gen 3 with a 216/220, .550/.550 camshaft. Im having some idle issues still. Just finished up the VE and coming back to MAF with the hopes that it will fix my lean condition when adaptive idle kicks in. It will drop to 1.19 to 1.25 when the adaptive controls come on. it will work its way back to 1.05. I believe this is causing the big swings and dips when returning to idle or when you rev.
What's your timing doing when that happens?
@@GoatRopeGarage It will swing from 10 up to 28. RPM swing if I hold 1.6% throttle in next to none. As soon as I let off it will drop to 600 rpm, timing spikes to 37 degrees the rpms continue to fall and timing drops to 17 degrees. The IAC shoots to 136 desired and the RPMs begin to Recover. As the RPMs reach the set point (700 rpm) the Timing drops. Of course the IAC is now at 136 and the desired drops to 100. Timing drops to 7 degrees and then the RPMs (now at 850) start to fall. It will repeat this process several times and either die or recover and stabilize.
Any possibility of touching base on this same topic, but using LAMBDA and EQ ERROR? When I setup a MAF or VE graph, using my wideband reading in LAMBDA, the error % on VE and MAF is 300-400%, which obviously is not correct. I just switched to running straight E85 and have been beating myself up trying to figure out why my logs do not read properly...
This video might be helpful, let me know if not
th-cam.com/video/rmzpQBnTJ9w/w-d-xo.html
Kyle, can this be done without using a wideband? I have a 04 2500HD with the LQ4 and 4l80E, all it has is intake, exhaust and electric fans, eventually I may want to tackle the PE in which I would need a wideband, but would like kind of get my feet wet before dropping 400-500 for the MPVI2 pro and a wideband
Nope, you can only do very limited tuning without one
@@GoatRopeGarage thanks for the quick response, I appreciate it! I had a feeling that was the case but wanted to check before I committed to spending the money. But i guess you gotta learn at some point!
@Goat Rope Garage Kyle, I have gone through a lot of your videos and watched where you discussed hooking up the W/B via serial with the mpvi. I have the mpvi2 and would like to hook a wideband up for use on multiple vehicles. I see some people use red and black wire to the cigarette lighter, but for USB, does the signal wire go to the usb on the laptop or to the usb on the mpvi2 unit? Also thank you again for sharing your wealth of information!
This may be a dumb question, but what would be the reason for doing this? How does this benefit the engine itself? I have an lq4 in my 03 2500hd with true duals and a k&n intake... So not much is done to it at all, the thing has zero torque management and the power enrichment is actually able to be activated.. unlike the factory tune. As for how far I can go without changing timing, is that about it? (91 octane is too expensive and I hear stories about gas stations putting 87 in the 91 tank when they can't get 91) so needless to say I just stay away from changing the timing at all
How big is to big of cam for maf tuning?
LSA is what kills the MAF, less than 112 you might have issues based on where the MAF is located
Specs: 218/224 .553/.553 113+3 this is the cam I have in my truck. It’s a btr 3 truck cam. It’s in an 06 Silverado l33. Headers and 2800 stall converter. It is a daily and I live in Wisconsin so we see all the weather lol. Should I tune it maf or speed density?
My ltft will not disable, i did every step in the video and checked after myself multiple times on a checklist but still cant get the ltft to disable on a p01 pcm,
Hey sir! I enjoy watching your tuning vids. I have a quick question. I’m not at the point to tune my own vehicle so I’m having it dyno tuned next week for the first time.
My vehicle is a 2004 5.3 Sierra. I just put a p1sc Procharger kit on it with a 3.85 pulley ( I think 8-12 psi range) everything else is stock on the truck except Cat back exhaust.
Will this most likely max my maf out? id like to stay away from 2 bar and meth if possible. Your thoughts?
What are some things I should look for or questions to ask the tuner?
You'll have to run a 2 bar if you want any SD tuning done as you're going to exceed the stock map sensor. You might exceed the stock MAF, but that's an easy fix, you'll just need a bigger intake tube
Is there a way to safely predict the tune after the maf runs out? For smog reasons I’d like to keep the stock maf and not go 2bar.
Any stock looking mafs that are bigger and easy to swap in?
Thanks a bunch!
Need some help 🤦♂️
On around 5000 rev range, my car has a puff of smoke and sounds like knocking but I could be wrong. I checked my hp scanner, I can't see any knock at all. Am I missing something or did my previous tuner disable the knock. Where do I start looking for why it has that puff, is it too rich 🤷♂️.
Gem III Sidemount supercharger 345rwk .
Do you have a wideband installed?
@@Jakeguard not yet
Will it be running too rich
@@aleksmijakoski4281 you are going to blow that motor up if you are tuning a super charger without a wideband. You need to set up your commanded AFR, install the wideband and get it integrated into the logger, and start tuning the way goat rope tells you too. These cars can never command a rich enough AFR if you boost them, they arent setup to even see above atmospheric pressure (boost) without the correct MAP sensor and VE/MAF tunning at a minimum. Timing has to be dropped by at least 12 degrees from a standard NA map. Then you can start adding it back in. Your knock sensors might not even be enabled. You need that entire map gone through.
@@Jakeguard thanks Jacob, I haven't modified anything on the current tune. I'm waiting until I get my wideband. I'm not sure how to check if my knock sensor is on.
Usually only on the first squirt it puffs smoke but not the second time. I just don't want any puffs of smoke to the car behind me, lol
Okay I did everything you did but when I go out and do a pool it doesn't record anyting the numbers that you had that popped up and green all of them staid 0
You're not getting all the data in, check your wideband and make sure it is reading
Got directed here from a Sloppy post. Great content! Is there a video on the high level operation of GM ECUs? From startup to closed loop, when is MAF vs VE used, how are fuel trims calculated and used. Most driving is done on the narrow band O2 sensor feedback, going rich/lean to maintain stoich, so why tune MAF and VE, just for PE?
Yep, pretty much! That's the critical place on the tables anyhow. Check out the playlists because I cover a lot of the topics you're asking about.
I really hope you see this, Could I still tune my afr without a wideband or tune my Maf sensor or anything in general
Not in a way that is going to provide a safe tune
I set this up the way you did and it didn’t log any data in the maf histogram when I went for a drive. Any idea what I might have done wrong or missed?
Check your parameter list, probably missing one