looking to use hptuners to do some map tuning with an aem 30-0334.... i just want to be sure i didn't forget to disable some sort of extra fuel trim / enrich....

diabling:

engine diag > mass air flow sensor > maf freq fail high - 1 hz
engine diag > mass air flow sensor > maf freq fail low - 0 hz

engine > airflow > dynamic > dynamic airflow > high rpm disable > 10 rpm
engine > airflow > dynamic > dynamic airflow > high rpm re-enable > 9 rpm

fuel > oxygen sensors > feedback > closed loop enable > ect vs startup ect > all cells set to 284
fuel > oxygen sensors > feedback > long term fuel trims > min ect > 490 f
fuel > oxygen sensors > feedback > long term fuel trims > max ect > 0 f

fuel > oxygen sensors > monitoring > o2 readiness ect > all cells set to 400 f

fuel > temperature control > catalyst protection > cot > disable

fuel > cutoff, dfco > decel fuel cutoff > enable ect > 0 f
fuel > cutoff, dfco > decel fuel cutoff > disable ect > 489 f

fuel > cutoff, dfco > clutch fuel cutoff > enable vss > 300 mph
fuel > cutoff, dfco > clutch fuel cutoff > enable rpm > 8000 rpm

i'm getting some funky logging and wanted to make sure i wasn't missing something....

can't seem to get some good map data... lots of peaks and valleys...

i attached the log that the "night back home" tune file made....

i took the data from the log and did what i think would be "smoothing" it.... thats "final tune"

 

There is no need to do any of those steps.

The very first thing to get right is steady-state MAF tuning using short term fuel trims.

Reset everything to base, use the scanner function to disable LTFT.

With everything fully warm find a quiet flat road and starting from 3rd gear 1000rpm perform step-inputs on the throttle pedal; 5%, 10%, 20%, 40% etc - holding the pedal in the same position until the car stops accelerating.

Use the stft % to correct the MAF curve at the appropriate frequencies.

Once all the part throttle mapping looks good, use your wideband to dial in the power enrichment. You should be measuring with the wideband what you are requesting in the power enrichment table. Correct the MAF curve based on your wideband measured vs requested values until you achieve this.

Start conservatively, rev say 1000 to 3000, then 4000, then 5000 etc in subsequent runs. Monitor any knock correction at the same time.

When this is done you can turn to the virtual vol eff tuning. You don't need to disable MAF for this. Log volumetric efficiency airflow and dynamic airflow. Dynamic airflow comes from the VVE tables. Look at the error between dynamic airflow and MAF airflow to correct VVE tables.

Then you can turn to dialing in spark; but obvious any knocking should have been addressed during the above steps, removing approximately the amount of knock retard you measured from the high octane ignition map. Be aware of difference between burst knock retard and `real` knock retard.

Once you've completed the above steps suggest you goto to a dyno to dial in wide open fuel enrichment and spark timing.

 

Yeah most of those steps are not needed.

I put them in MAF only mode first via disabling dynamic airflow at a low RPM. At steady state, use fuel trims (I used LTFT + STFT but you can disable LT and just use ST if you want, it's the same in the end) to make corrections for part throttle, and use the Wideband EQ ratio error for once you're in PE mode. It should not take long to get the MAF very close. Make sure you give things time to settle down after each time you flash it or you'll be chasing your tail. Ask me how I know

Once that's done, disable the MAF via the high frequency limit (first step in your instructions). Same thing, use fuel trims to correct the VE table then the Wideband (EQ ratio error) for PE areas. This one can take a little while since obviously VE or VVE tables are much larger.

Then turn the MAF back on to put it back into mixed mode. Set the dynamic airflow RPM's back to whatever you want them to be. Give it some time to settle down then see how things look. It should be close now fueling wise.

Some people will leave them in MAF only mode or SD mode depending on the setup. I prefer mixed mode where possible but it gets tough with really large cams or setups with lots of turbulence around the MAF.

Then you can start playing with spark. I usually turn the timing down before starting working on fueling depending on how wild the setup is so I can not have to worry about knock as much. Once you have fueling right you can start bumping timing and seeing what happens. You'll be limited by either the octane of the fuel you're running, the engine no longer making more power or getting to a point where you aren't comfortable increasing the power on that setup any further. Obviously, stop when any of those happen.

 

thanks guys....

i've seen a lot of conflicting info from youtube videos, so wasn't sure if i was missing something which was keeping me from dialing in the fueling...

i'm not gonna bother with the spark at this time (or hard wot pulls) as i'd rather have someone who knows what they're doing on the rollers take care of that....

the tune that was on it when i got it had was +5 on the spark across the tables, so i set all those back to oe specs...

she's back under the knife while i fix some little things i ran in to during the shakedown driving.... so i should have her back on the road next week to test some more...

i definitely want to take advantage of dynamic airflow, so will be utilizing both once this is all done with....

i appreciate the advice fellas!!!

 

Yeah, there are a lot of idiots on YouTube.. Some even sound like they know what they're talking about