These videos are great! It’s a steep learning curve and you’ve helped me understand a ton already and I’m only halfway through the videos. I got sick of dickhead tuners treating me like crap and making me bend over backwards for bad tunes so decided to teach myself and you’ve been a huge help so thanks! Keep the videos coming!
Even a year later I have the smoothest idol I could ever hope for but I am still confused when adjust my VE table for spring and cold weather . Should we not me disabling the dynamic airflow as a redundancy for o2, the MAF Sensor, COT, DOD, ETC?
Cant thank you enough for these videos. Ive been building engines and cars for a long time, but always leaned on others for tuning. Ordering hp for my 15 Camaro ss and going to start trying it myself. These vids are pushing me to it and making things make more sense. Thanks!!
Mhave watched several tuning channel's using hp tuners... Felt overwhelmed every time... Until I stumbled across this channel... Thanks for the content man
This is an amazing tutorial. I have to give you some major props, you explain things clearly and easily. I’m extremely new to most of this and you make it understandable and I can’t thank you enough !!!
Just wanted to say your tuning videos are HANDS DOWN the best i have seen on you tube for beginners like myself regarding Hp Tuners! I have an 09 z06 an after watchin these vids i now know how to street tune my car with my hp tuner pro mpvi. Thank you sir! 100% excellent job
@@GoatRopeGarage - So got a question when setting up my VVE log table, I noticed you your VVE table says MAP/Baro , on my system mine only Says MAP. Do I still use the same user defined Math you setup with MAP/Baro? I assume I would but wanted to ask.
Nope, you want to use what you have on your VE table, so most likely yours is in kPa and reading straight from the map sensor so when you log the map sensor (hi res is there is an option between high and low, usually the low res is marked and the high resolution is probably just listed as the map sensor) you will bring that in for your rows with your RPM for your columns then setup your EQ error ratio. '09 should have EQ ratio commanded as a logging option so that part should be like how it's done in the video.
Goat Rope Garage well then glad i asked! So id like to say i followed you completely but u lost me a bit with the hi/lo res stuff... So my rows should just be my MAP only with parameter set to MAP sensor?
Just found your videos. Absolutely awesome job dude. I’m learning so much. Hopefully I can apply some of this to tuning my Ford 3v mustang. Just ordered HPT and an AEM wideband! So stoked.
Thank you again, great video I didn’t understand why you are smoothing the VE table cells vertically and sometimes horizontally ? What is the principle for the selection pattern ?
Just wanted to say that you and your content are greatly appreciated! Planning on diving into the HPTuner ecosystem over the summer for my little fiesta. It's no Corvette or mustang, but it's fun to throw around corners! It's a '16 Fiesta SFE, it comes with a turbocharged inline 3 from the factory. Learning all I can before I start tinkering with the ECU, don't wanna hear a knock knock joke from a cylinder!
Thank you so much. I paid for the full genIII and gen IV course from the tuning school… your content is really supplementary to their course and have allowed me to tune a few family cars as well as my own challenger RT
This series is extremely informative, I'm on the fence about getting an mpvi2 and tuning my Barra... This is making me more confident, I think I'm just gonna commit and get myself one.
I run a gm ECU commonly referred to as a '165' ECU from a 86-89 camaro or firebird on my gen 1 sbc. It is originally a MAF ECU but I am running modified code from Australia called OSE12P. This allows me to use a MAP sensor and speed density instead. I use tuner pro to tune my ECU. It's interesting to see how much has changed and how much is similar and different with the tuning software and tuning methods. Keep up the good work
Thank you for this series! so much of what I see is for the older version of HP Tunes, and as a rookie to this and a visual learner, I have struggled to follow it. Couple that with crazy stuff like random misfire means you have a cam, and Long term fuel trims rich can mean rich or lean, and even this Georgia Tech engineer can get lost !
EXCEPTIONAL VIDEO - I've been looking and hoping for ages a good tuning channel would emerge and SD is my focus area at the moment. I am still in the learning phase but can log pretty well and know what needs changes "but its how to make the changes where I needed help"...... In my scenario I know that my tune is SPOT ON except when I am WOT I am running very rich 10.5 ... High 9's. So I am working to figure lean out that area of my VE fuel tables. I think with your videos it will help me a great deal.
Let me know if you have any questions as you get more into it or if you need certain things addressed. Trying to create a repository of information for people to reference so it will be ever evolving.
Alright... Your giving out decent info and laying it out in a way a normal person can understand. Probably the best i seen. So props man. Even if i hate your prejudice against afr lol Keep bringing the content BUT... i havent tuned any gen 5... but anything else i have tuned... Speed density tuning should be done before maf!! Anything you do on maf will need to be redone if you change the VE table. Few pointers for viewers. You' ll run into odd stuff that will make you nearly lose your mind. With some of the "newer" gm vehicles (07+), when there is a airflow related DTC, your transmission will default to max line pressure. You will need to disable this in the trans tune. It will blow rubber tranny cooler lines lol ask me how i know. Older stuff like the p59 dont really have this probelm Had a e38 that would not idle with the maf failed. Nobody on the efilive side heard of the issue. But found a table described as "Maximum effective throttle area of the ETC in square millimeters with DTC" table had something like 60 in it where its related table (minus the DTC part) was 6500. put 6500 in the other table and boom problem gone and i can tune the VE. Stuff like this will drive you mad. And it usually takes lots of searches on the forums and time browsing the tables. Little trial and error. Move slow and dont change a bunch of things at a time or you'll end up starting from square one a lot. Learning on a close to stock engine first helps. Big cam/heads can get a bit tricky for your first go lol
Both are tuned independently, when you do MAF you're disabling SD and vice versa, so as long as you're doing it correctly it doesn't matter what order you do it in. I suggest MAF first because you can get a vehicle up and running on a MAF only tune in about 30 minutes where as a SD tune can take days to dial in with street tuning. It may be that EFI Live doesn't give you a proper way of disabling dynamic airflow, which in that case you would need to do SD first but that isn't an issue with HP Tuners.
Thank you for all of your wisdom and willingness to show us your knowledge. Looking for a good baseline, on how long on average should it take to time a car from start to finish.
These videos are great. I've been tuning for years, and still learn a little from each. Sure do wish HPT would automatically disconnect the scanner when you try to write a tune though. Catches me every time too.
Hey enjoy the videos I don’t know if you know this but in the compare files if you go to differences and put 0 in it will put it back to normal so you don’t have to keep switching back and forth. After you’re finishing tuning
Been hesitant to get hp tuners but feeling more and more confident thanks to you. If you were able to release more videos in regusrds to 4 cylinders by dodge mainly forced induction that would be awesome.
Because of your videos, I am doing my own tuning now. This is the first time tuning VVE and this video was imperative to my progress. The only question I have is some cells are showing negative and some cells are showing positive. The cells that are showing a positive number are the cells that have not been populated previously. Is this normal? When I switch from a one bar to a three bar map sensor, a lot of the data at the bottom of the graph was a negative number. I went and populated the areas where I'm operating with some numbers and it seems to be working better. Currently I'm able to get up to about 5,100 RPMs before I start getting the fuel cut off but as I build the cells it is getting better and better. You are right, you do have to do this a lot.
Just want to first of thank you for your time spent to help us out with tuning our cars, or at least helping us learn the basics. This is my first attempt at tuning. My question is for my '09 G8 GT 6.0l. I dont have the option to disable O2 READINESS VOLTAGE. I just unplugged bank1 sensor1 to stop closed loop. How would you recommend getting around this in the future? Im working with MPVI2 Pro.
Brought up 2 questions for me: 1.) In your logging you had to create a graph that matched the VE table. Seems that’s a pretty important table why would HP Tuners not already have that as something to choose from in loggingsince it’s so important? Why’d you have to make it manually? 2.) After your scan you copied and pasted and did multiply percentage by half. Why? Why not multiply by full amount? Pick any cell from your scan. What does the value in that cell mean and what is being read to come up with the value? I mean how did it know you were 11% lean when you first fired it up? Is it showing how car off you were from what was in the table in the tune? And after your pasted value is in that table what did it change? So finish this sentence: Now that the value here’s has changed to this, it will cause ______________ to happen thus making the tune better. Thx
Would be neat to have a winter tune and summer SD tune in areas that have crazy weather (Texas). Probably good to run dynamic though in areas with quick weather changes, right? Texas can be 80F one day and 30F the next.
thank you for the video and for asking for our feedback and questions, so I realize we disabled Closed Loop, but we did not disable the LTFTs and STFTs and I see guys in other videos do it in addition to disabling Closed Loop, is that unnecessary?
It's a double redundant thing, nothing wrong with doing it but it most situations once you disable closed loop the LTFTs go to zero. Log them and see, if they don't when you've disabled closed loop go ahead and disable LTFT too.
@@GoatRopeGarage I really appreciate you taking the time to respond, thank you so much, keep in mind I am never questioning your experience just asking to learn.
Best home tuning info on the interwebs. I've noticed on my SD logging (gen 3) that under 30 kPa in the upper RPMs its always super lean. Only get into those cells with closed throttle on decel. DFCO is disabled. You ever see that?
Without having someone making videos like yours.. how in the heck does someone figure all this crap out!? I feel like that old TV show "Greatest American Hero" where he finds a suit that gives him super powers, but he lost the user manual and is just trying to figure it out via trial and error. Thanks for the vids.. I'm going to go take some ibuprofen now..
I've been binge watching these videos in preparation for a project I plan to be working on, 5.3L swap in a 2nd gen camaro, they've been very informative. One question I have regarding speed density tuning with HP Tuners like you are: Is it necessary to keep the MAF sensor when doing speed density tuning? A project I got running recently I used a holley terminator x for a twin turbo 4.8L (2.5 bar Map sensor and IAT sensor in the engine harness). I was hoping to be able to tune the stock ecu I'm using for this next project (5.3, 2nd gen camaro) with speed density since I'm somewhat familiar with it already. It looks to me like I'd be able to break out the 2 IAT wires (signal/gnd) from the MAF sensor and run it to an IAT sensor. For the MAP sensor, according to the lt1swap website for a 2004 4.8/5.3/6.0, the pcm has a low and 5v reference already with no wire pinned to the MAP signal. Can I just run the MAP sensor signal wire to this pin on the PCM to have a functioning MAP + IAT sensor setup to setup a speed density tune? Thanks for any feedback , if not, I'm sure I'll get it figured out as I watch more videos/read more forum posts. Thanks!
Very nice video. Thanks for taking the time to get into so much depth and detail. I’m trying to SD tune the VVE table on a E67 controller. I am running into issues though by hitting reduced power mode. Any tips or tricks to not enable RP mode?
Hi Kyle, Thanks for your time and efforts, Real quick is there settings to change to be able to log from hot start without waiting for IVT ITT corrections and other correcting table that come into play after a hot, so we can log straight away? E40 Gen 4 GM
I have a question. -First thank you for all these videos, it’s been extraordinarily helpful in my tuning endeavors! -My question is in regards to the intake piping. Due to space constraints my MAF doesn’t have hardly any linear tubing in front of it, there may be 4-5” (3” tube). It is the OEM tube style truck MAF, I’ve noticed that I’m getting a 1.2-1.4 lambda at idle (need to do some tuning) but before I waste too much time I was wondering if I should rotate the MAF so the sensor is towards the heal of the intake elbow where presumably the most air flow is. Right now it’s towards the throat which I’m assuming why it’s so lean, Or will this intake set up be untunable with the MAF and should be switched over to strictly SD tune. -TIA!
lots of info to take in, im on ecmlink for dsm, on speed density, wish i knew about your channel before sending my car off to english racing lol,. im still trying to learn all this tuning. im mechanically inclined but tuning stuff is on another level..hopefully in the future ill be able to mess with a more cheaply built engine,,
I want to start by saying that these videos have helped me understand HP Tuners when others couldn’t. Thank you. I’m hoping someone can help me. I have 2.2 auto supercharged cobalt and at 47%+ throttle I hit “2step” at 3700-4000rpm every time. If I go WOT no issues in that range, as long as I’m not in the 2 step mode. Before I was supercharged there was no issues whatsoever with the car. I feel that I should add that I can build max boost while in this 2 step mode. Also it won’t do it in the first two gears. Can’t say anything about third because it shifts to fourth right before this. Any insight will be appreciated as I’ve been battling this for months
What gen is this? Have a 14 Camaro SS LS3. It took me a minute to figure out My VE table row axis uses MAP kPa and not pressure ratio. I deleted the Pressure Ratio Math and modified the Graph row axis to MAP kPa. Now it logs. It helped me to add a chart row with EQ Cmd, EQ, and MAP kPa to monitor the variance.
I tried to start sd tuning. It’s super rich and went into limp mode when I drove it. Did I miss something? E67 gen iv. Thanks for everything you do for us!
My question is the when you go into the ve table you have the light red blocks and the full colored blocks. Are the light blocks (transparent) the blocks you collected data on and the color ones is data you didn’t? Or is it showing you the massive difference
Hey I am getting info before I start have a gen4 truck have truck cam and couple bolt on but had it dyno turned if they tuned it with efi will I have to go back to stock and start over
@@GoatRopeGarage thank u for the response they did decent but I wasn't satisfied with it but I am a little particular when it comes to my truck but I am going to join u learned alot off ur video and haven't received my unit yet but really appreciate ur time
If you have a 5 wire MAF and want to go MAFless, can't you simply force the MAF to error out via a DTC. Wouldn't the IAT sensor still function with the 5 wire connection plugged in ? Early in the video there was mention of needing a separate IAT sensor and break out harness ?
Any chance you can do some turbo tuning, boost tuning with pump gas and meth? I've read you can do things with timing to help spool the turbo and help load converter. Great videos, thank you!!!
The standard tuning process is the same, I am going to have a video coming out soon about tuning with the addition of meth injection as I am about to double my injection rate. It is pretty straight forward though, you still do what you would normally do on the MAF and SD tunes, you just need to take it slow and as you start working into your meth ramp in you'll run rich which gives you an area to start pulling your fuel out if need be. As far as the second thing, you can do some things on timing to help build boost off the line but I'm not sure how friendly it is on your motor. Probably something I would steer away from unless on a purpose built race car.
Thanks for your videos. I'm just getting into the tuning with a Holley Sniper on a 85 K10 350. Did you ever do any videos with the Sniper? Would love to get your input and expertise on it.
This is awesome. Just a suggestion - couldyou do a vid that runs through the tables for air, fuel and spark? Not how to tune them, just a few sentences on what the main tables do and when they are used. It would be a supplemental 1.1 intro vid. Just a suggestion. These videos are great.
Do you ever have issues with larger cams creating a false lean at idle? Ive got a car that wants to add 20% even if i run it pig rich. I wasnt sure if maybe the overlap could be sending to much oxigen to the sensor at idle causing it to read lean. Great videos i just hit the subscribe.
@@GoatRopeGarageI should have spesified its on 1 bar SD OS thats why i was wondering about false lean from the o2 causing an issue. I did catch your more recent video for idle tuning so ill apply that stuff over. I missed a few steps you layed out well. Def more comp tables to look for than the standalone and import tuning im used to lol
Yep, you won't have the virtual one, they started that around 2008 on certain vehicles. Use the main just like the video says to use the virtual and you'll be good!
Hey Goat Rope, great stuff got a question at 26:02 the EQ gauge goes to 9.99 which appears to be cell 0.3 @1600 rpm which while not clear appears to be 59 so changing the VE table by 59%. Is that a fuel cut for a gear change or something and why it goes so lean and how does that affect your tuning?
Always look for bad data like that and interpolate over it to even it back out, generally you will have one or two cells that get a bad reading for some reason or another, so it's always a good idea to look at your histogram.
Awesome videos , great at explaining clearly on how to tune. I have one issue that I need to share. My car is manual. Everytime I about to slow down, e.g., from 2000revs and when it hits roughly 1200revs, my car go lean , AFR gauge from normal to over 20 then no reading. It only does it at low rev slowing down on the same gear. Can anyone be able to help me where to tune this area
great videos, you have saved me so much time! I was able to log my AEM thru the serial by watching your video and a million other tricks. On this video I have one area I don't understand. In high load rpm if you use the lambda and multiply the base map you are pushing towards 1 lambda which I understand for cruising, but you would want approximately 0.85 in high load rpm situation?? I understand not wanting to disable power enrich but that is effecting your wide band readings which when you multiple will drive the overall ratio to 1 versus .85 is high load. What am I missing?
Hey your videos are awesome and I played like three times each to assimilate all your info but, How do you connect the wideband to be read? Also if I follow all your steps very careful , it is probably to blow a motor? Hahaha and an universal question all the tunings followed exact as you shown can be applied to different car brands that hptunners allow (Nissan, ford,dodge)? Sorry for a lot of questions I know you are very expert😎 and I'll be very grateful if you answer me, good vibes!
I’m confused by the step when you multiply the tune by the values from your scan. I understand they are percentages, but why does pasting special-multiply actually end up adding the percent to the cell’s value. It’s like it actually multiplied the cell by 105% (which is what you want), for example, rather than multiplying by 5%.
Wow, great content! Looking for some context though. Seems as if you manually put the ECU into speed density mode, ran the car around, and relied on the ECU to correct itself? What was it using to correct itself? The existing VE table? Also why bother doing this if you're going to put the vehicle back into MAF mode? Great stuff. Would consider buying a series that covers foundational knowledge more in depth.
No, I put it in speed density and use an error graph to determine how far the table is off. It's more important on Gen V vehicles because the VE table is part of the torque calculations
I cant get my STFTs to disable for VE tuning. DFCO turned off MAF unplugged and failed. STFTs start showing up. Set readyness to -2000mv. What am I missing. Its a Gen 5 Denali.
Thank you for the video we learned a lot. I just want to ask you why are you dividing the data by have before applying? I guess this delaying the process. The software should suggest the corrections without the need to modify the numbers based on the AFR reading. Can you explain why are you dividing by 2? Thanks
I'm trying to tune my 2010 5.3 with stage 2 cam. I started at 18degree timing now I'm up to 33 degrees. Increments of 2. Truck is stubborn on startup and lack of power. Need suggestions
Hi just wanted to let you know thank you for sharing your knowledge it's teaching me alot I am stuck with my turbo Camaro on e85 my afr at idle is at 10.9 to 11 I know that's rich and when I drive the car and floor it it goes to 16 and sometimes 15 afr is that bad
Just got HP tuners and I'm going through your tuning series. Definitely been over the speed density video a lot haha. I have a 13 Explorer EcoBoost I just put stage 3 turbos on but this thing has six speed density maps ???? Is this a case where I'd be tuning all these SD tables?
Great videos! Thanks... I am new to tuning... want to tune my 95 Lingenfelter Suburban with a 605. Do you ever use TunerProRT? I dont think HP will work with my truck.
Second question since you answered my first one, show's the channel is not abandoned. Guys also disable Traction Control, can you comment on that and why you didn't?, we are talking about Gen III GM Vortec engines, 4.8, 5.3, 6.0 etc. 1999-2007 does Traction Control impact fuel/air delivery or does it not, also they do it under both Engine and Transmission tabs in HP Tuners. Thank you in advance.
On Gen III platforms your traction control is spark based, shouldn't really get into it when tuning fueling. Later generations can pull power through ETC but that's not going to change anything from an airflow tuning perspective, if it pinched back to control traction it's just going to shift the area if the map you're in accordingly.
I have a remote tune full throttle is good but idle and cruse is rich -25 on the stft and 0 on the ltft followed the steps but car wont idle right down low lots off surge
When tuning the vve you use the scanner to calculate the percent that lambda is off via your wideband. I assume you are referring to the lambda value that the ecm is commanding. Where does the ecm get the commanded lambda from? Is there a table, or is it just assuming stoich and adjusting based on other tables?
Great series, just what I have been looking for but I am having problems when I create my VE Tune. I disable closed loop as per your instructions and the car falls flat on its face. It is super lean and backfiring. I can't get it driveable to collect any data in the scanner. When I turn closed loop back on it runs good. I am using a P59 ECM with the 3 bar speed density enhanced OS. Any Ideas? Thx
Yeah, check your VE table, your standard table is based on your RPM as the columns and MAP as the rows, well, your stock ECM has a 1 bar sensor, since you switched over to a 3 bar OS you need to check your VE table and make sure it has been rescaled and has fueling information in the lower pressure area (Idle area). If you still have issues keep closed loop enabled and look at your LTFT tables in the scanner, they are going to be WAY off. You will need to create a new histogram based on your 3 bar OS. Just copy the rows and columns over that way you are working one to one from your histogram to the VE table. Once you get the fueling close enough to get out of closed loop and into open loop tuning then start dialing the fueling in from there nice and slowly. You will use your LTFT trims the same way you would use your EQ Error table, but you can probably use the "Mulitply option" instead of multiplying by half to dial it in faster. If you need help let me know.
Hi thanks so much for your videos, i cant fully understand if you increase i.e from 40 to 42 in a cell (ve table) do you increase air and decrease fuel or vice versa?, If i multiply the whole table for .75 im deacresing 25% in the whole table so am i increasing fuel over air?
These videos are great! It’s a steep learning curve and you’ve helped me understand a ton already and I’m only halfway through the videos. I got sick of dickhead tuners treating me like crap and making me bend over backwards for bad tunes so decided to teach myself and you’ve been a huge help so thanks! Keep the videos coming!
I was hesitant to get my self HPTuners, because of this guy i ordered mine amd working on learning and tuning cars my self
Thanks so much for commenting, you got this!
Me too, just got mine yesterday!
@@GoatRopeGarage Hi, i have a few questioms regarding the base maps on my f150 2010. Wont show me any spark advance tables
Even a year later I have the smoothest idol I could ever hope for but I am still confused when adjust my VE table for spring and cold weather . Should we not me disabling the dynamic airflow as a redundancy for o2, the MAF Sensor, COT, DOD, ETC?
Same here.
Using this series to learn the ropes of HP Tuners! Just ordered the MPVI for my Sierra and Camaro!
Cant thank you enough for these videos. Ive been building engines and cars for a long time, but always leaned on others for tuning. Ordering hp for my 15 Camaro ss and going to start trying it myself. These vids are pushing me to it and making things make more sense. Thanks!!
Mhave watched several tuning channel's using hp tuners... Felt overwhelmed every time... Until I stumbled across this channel... Thanks for the content man
I am going to follow this along with You in the HP Editor.
Thanks for these clear Tutorials.
Please tell me that you have plans to become a trade school instructor. Fantastic videos. Very genuine and accessible. Cheers from Toronto, Canada
new to tuning,very informative,major help !,keep em comin
Thanks for watching!
This is an amazing tutorial. I have to give you some major props, you explain things clearly and easily. I’m extremely new to most of this and you make it understandable and I can’t thank you enough !!!
Just wanted to say your tuning videos are HANDS DOWN the best i have seen on you tube for beginners like myself regarding Hp Tuners! I have an 09 z06 an after watchin these vids i now know how to street tune my car with my hp tuner pro mpvi. Thank you sir! 100% excellent job
Thanks for the feedback, I appreciate it! Let me know if I can help out in any way.
Goat Rope Garage- THANK YOU SIR! Will do you seem very knowledgeable!
@@GoatRopeGarage - So got a question when setting up my VVE log table, I noticed you your VVE table says MAP/Baro , on my system mine only Says MAP. Do I still use the same user defined Math you setup with MAP/Baro? I assume I would but wanted to ask.
Nope, you want to use what you have on your VE table, so most likely yours is in kPa and reading straight from the map sensor so when you log the map sensor (hi res is there is an option between high and low, usually the low res is marked and the high resolution is probably just listed as the map sensor) you will bring that in for your rows with your RPM for your columns then setup your EQ error ratio. '09 should have EQ ratio commanded as a logging option so that part should be like how it's done in the video.
Goat Rope Garage well then glad i asked! So id like to say i followed you completely but u lost me a bit with the hi/lo res stuff... So my rows should just be my MAP only with parameter set to MAP sensor?
Just found your videos. Absolutely awesome job dude. I’m learning so much. Hopefully I can apply some of this to tuning my Ford 3v mustang. Just ordered HPT and an AEM wideband! So stoked.
Thank you again, great video
I didn’t understand why you are smoothing the VE table cells vertically and sometimes horizontally ? What is the principle for the selection pattern ?
Thank you so much for putting these videos out. You're helping out a ton of people. Subscribed liked all the things i can do to support! haha.
Just wanted to say that you and your content are greatly appreciated! Planning on diving into the HPTuner ecosystem over the summer for my little fiesta. It's no Corvette or mustang, but it's fun to throw around corners!
It's a '16 Fiesta SFE, it comes with a turbocharged inline 3 from the factory. Learning all I can before I start tinkering with the ECU, don't wanna hear a knock knock joke from a cylinder!
ABT!
I killed alotta brain cells in da 80's but this is slowly soaking in! Thanks For Your Time and Knowledge! Mike in DFW
Thank you so much. I paid for the full genIII and gen IV course from the tuning school… your content is really supplementary to their course and have allowed me to tune a few family cars as well as my own challenger RT
This series is extremely informative, I'm on the fence about getting an mpvi2 and tuning my Barra... This is making me more confident, I think I'm just gonna commit and get myself one.
I run a gm ECU commonly referred to as a '165' ECU from a 86-89 camaro or firebird on my gen 1 sbc. It is originally a MAF ECU but I am running modified code from Australia called OSE12P. This allows me to use a MAP sensor and speed density instead. I use tuner pro to tune my ECU. It's interesting to see how much has changed and how much is similar and different with the tuning software and tuning methods. Keep up the good work
Sounds interesting, I'll have to look into it more! Thanks for watching!
Thank you for this series! so much of what I see is for the older version of HP Tunes, and as a rookie to this and a visual learner, I have struggled to follow it. Couple that with crazy stuff like random misfire means you have a cam, and Long term fuel trims rich can mean rich or lean, and even this Georgia Tech engineer can get lost !
EXCEPTIONAL VIDEO - I've been looking and hoping for ages a good tuning channel would emerge and SD is my focus area at the moment. I am still in the learning phase but can log pretty well and know what needs changes "but its how to make the changes where I needed help"...... In my scenario I know that my tune is SPOT ON except when I am WOT I am running very rich 10.5 ... High 9's. So I am working to figure lean out that area of my VE fuel tables. I think with your videos it will help me a great deal.
Let me know if you have any questions as you get more into it or if you need certain things addressed. Trying to create a repository of information for people to reference so it will be ever evolving.
Hell yeah buddy...thanks for helping the people make em faster
Alright... Your giving out decent info and laying it out in a way a normal person can understand. Probably the best i seen. So props man. Even if i hate your prejudice against afr lol Keep bringing the content
BUT... i havent tuned any gen 5... but anything else i have tuned... Speed density tuning should be done before maf!! Anything you do on maf will need to be redone if you change the VE table.
Few pointers for viewers. You' ll run into odd stuff that will make you nearly lose your mind.
With some of the "newer" gm vehicles (07+), when there is a airflow related DTC, your transmission will default to max line pressure. You will need to disable this in the trans tune. It will blow rubber tranny cooler lines lol ask me how i know. Older stuff like the p59 dont really have this probelm
Had a e38 that would not idle with the maf failed. Nobody on the efilive side heard of the issue. But found a table described as "Maximum effective throttle area of the ETC in square millimeters with DTC" table had something like 60 in it where its related table (minus the DTC part) was 6500. put 6500 in the other table and boom problem gone and i can tune the VE.
Stuff like this will drive you mad. And it usually takes lots of searches on the forums and time browsing the tables. Little trial and error. Move slow and dont change a bunch of things at a time or you'll end up starting from square one a lot. Learning on a close to stock engine first helps. Big cam/heads can get a bit tricky for your first go lol
Both are tuned independently, when you do MAF you're disabling SD and vice versa, so as long as you're doing it correctly it doesn't matter what order you do it in. I suggest MAF first because you can get a vehicle up and running on a MAF only tune in about 30 minutes where as a SD tune can take days to dial in with street tuning.
It may be that EFI Live doesn't give you a proper way of disabling dynamic airflow, which in that case you would need to do SD first but that isn't an issue with HP Tuners.
Really really great stuff, thanks for putting in the effort on nice screen captures with tons of relevant explanation.
You have given me the courage to attempt tuning on my supercharged l99 2013 camaro ss...... great teacher man... 👍
These videos are great im almost ready to turbo my Silverado. Its hard to find much info on the GEN 5 tunning thanks!
Love the videos, exactly what im looking for. Very much appreciated! I see you're a disc golfer too, that's awesome
Thank you for all of your wisdom and willingness to show us your knowledge. Looking for a good baseline, on how long on average should it take to time a car from start to finish.
Depends on how much work was done, bolt on cars can be done in a day or two, more extensive can take awhile. Also depends on your level of perfect lol
Alright thank you.
Glad I found your channel
These videos are great. I've been tuning for years, and still learn a little from each. Sure do wish HPT would automatically disconnect the scanner when you try to write a tune though. Catches me every time too.
Seriously! I do it constantly!
@@GoatRopeGarage SAME
Thanks for the great information and tips, its really been helpful, keep it up.
Thanks, will do!
I'm getting older!! 😂 Thank you so much for recognizing those of us who are actually older already and still wanting to learn!! 😉👍
Like your show, just learning .
Hey enjoy the videos I don’t know if you know this but in the compare files if you go to differences and put 0 in it will put it back to normal so you don’t have to keep switching back and forth. After you’re finishing tuning
Yeah, old habits die hard
Been hesitant to get hp tuners but feeling more and more confident thanks to you. If you were able to release more videos in regusrds to 4 cylinders by dodge mainly forced induction that would be awesome.
Awesome! Your channel is going to blow up
Because of your videos, I am doing my own tuning now. This is the first time tuning VVE and this video was imperative to my progress. The only question I have is some cells are showing negative and some cells are showing positive. The cells that are showing a positive number are the cells that have not been populated previously. Is this normal?
When I switch from a one bar to a three bar map sensor, a lot of the data at the bottom of the graph was a negative number. I went and populated the areas where I'm operating with some numbers and it seems to be working better. Currently I'm able to get up to about 5,100 RPMs before I start getting the fuel cut off but as I build the cells it is getting better and better. You are right, you do have to do this a lot.
Great video. Need to watch some of your transmission Tuning
Really like these videos man! Also Dynamic Discs and Lat64 represent! DD is in my hometown Emporia Kansas, come throw the Glass Blown Open!
Just want to first of thank you for your time spent to help us out with tuning our cars, or at least helping us learn the basics. This is my first attempt at tuning. My question is for my '09 G8 GT 6.0l. I dont have the option to disable O2 READINESS VOLTAGE. I just unplugged bank1 sensor1 to stop closed loop. How would you recommend getting around this in the future? Im working with MPVI2 Pro.
Do you have closed loop enable under the Engine/Fuel/Oxy Sensor tab? If so bump it way up. Might also have a drop down for LTFT enable.
love to see where you installed the breakout IAT sensor post maf. and th baro or map. thanks
aaaawesome explaining!
awesome bro love the video thanks for the knowledge I've been learning so much thanks again
Awesome video man!
Thanks man, I think I got my MAF and VE table dialed in.... Now on to flex fuel...
Brought up 2 questions for me: 1.) In your logging you had to create a graph that matched the VE table. Seems that’s a pretty important table why would HP Tuners not already have that as something to choose from in loggingsince it’s so important? Why’d you have to make it manually? 2.) After your scan you copied and pasted and did multiply percentage by half. Why? Why not multiply by full amount? Pick any cell from your scan. What does the value in that cell mean and what is being read to come up with the value? I mean how did it know you were 11% lean when you first fired it up? Is it showing how car off you were from what was in the table in the tune? And after your pasted value is in that table what did it change? So finish this sentence: Now that the value here’s has changed to this, it will cause ______________ to happen thus making the tune better. Thx
Would be neat to have a winter tune and summer SD tune in areas that have crazy weather (Texas). Probably good to run dynamic though in areas with quick weather changes, right? Texas can be 80F one day and 30F the next.
Your videos are great! I know you said you use to tune Subaru's do you have a video tutorials on them or suggestions to learn to tune them.
When do you smooth compared to interpolate. Looks like you smoothed in the first few and then switched over.
thank you for the video and for asking for our feedback and questions, so I realize we disabled Closed Loop, but we did not disable the LTFTs and STFTs and I see guys in other videos do it in addition to disabling Closed Loop, is that unnecessary?
It's a double redundant thing, nothing wrong with doing it but it most situations once you disable closed loop the LTFTs go to zero. Log them and see, if they don't when you've disabled closed loop go ahead and disable LTFT too.
@@GoatRopeGarage I really appreciate you taking the time to respond, thank you so much, keep in mind I am never questioning your experience just asking to learn.
Best home tuning info on the interwebs. I've noticed on my SD logging (gen 3) that under 30 kPa in the upper RPMs its always super lean. Only get into those cells with closed throttle on decel. DFCO is disabled. You ever see that?
Yeah, I normally don't worry about them as you said, with dfco on you won't be getting any fueling anyways. Thanks!
Very good information it help me a lot. Even when he mentions save your ask found tune or that your let me save my ass if I fucked up
Without having someone making videos like yours.. how in the heck does someone figure all this crap out!? I feel like that old TV show "Greatest American Hero" where he finds a suit that gives him super powers, but he lost the user manual and is just trying to figure it out via trial and error. Thanks for the vids.. I'm going to go take some ibuprofen now..
Haha, dude, trust me I have felt that way, but as you go through the steps it starts making sense
I've been binge watching these videos in preparation for a project I plan to be working on, 5.3L swap in a 2nd gen camaro, they've been very informative.
One question I have regarding speed density tuning with HP Tuners like you are: Is it necessary to keep the MAF sensor when doing speed density tuning? A project I got running recently I used a holley terminator x for a twin turbo 4.8L (2.5 bar Map sensor and IAT sensor in the engine harness). I was hoping to be able to tune the stock ecu I'm using for this next project (5.3, 2nd gen camaro) with speed density since I'm somewhat familiar with it already.
It looks to me like I'd be able to break out the 2 IAT wires (signal/gnd) from the MAF sensor and run it to an IAT sensor. For the MAP sensor, according to the lt1swap website for a 2004 4.8/5.3/6.0, the pcm has a low and 5v reference already with no wire pinned to the MAP signal. Can I just run the MAP sensor signal wire to this pin on the PCM to have a functioning MAP + IAT sensor setup to setup a speed density tune?
Thanks for any feedback , if not, I'm sure I'll get it figured out as I watch more videos/read more forum posts. Thanks!
Very nice video. Thanks for taking the time to get into so much depth and detail. I’m trying to SD tune the VVE table on a E67 controller. I am running into issues though by hitting reduced power mode. Any tips or tricks to not enable RP mode?
Hi Kyle, Thanks for your time and efforts,
Real quick is there settings to change to be able to log from hot start without waiting for IVT ITT corrections and other correcting table that come into play after a hot, so we can log straight away?
E40 Gen 4 GM
Great video !
I have a question.
-First thank you for all these videos, it’s been extraordinarily helpful in my tuning endeavors!
-My question is in regards to the intake piping.
Due to space constraints my MAF doesn’t have hardly any linear tubing in front of it, there may be 4-5” (3” tube). It is the OEM tube style truck MAF, I’ve noticed that I’m getting a 1.2-1.4 lambda at idle (need to do some tuning) but before I waste too much time I was wondering if I should rotate the MAF so the sensor is towards the heal of the intake elbow where presumably the most air flow is. Right now it’s towards the throat which I’m assuming why it’s so lean, Or will this intake set up be untunable with the MAF and should be switched over to strictly SD tune.
-TIA!
lots of info to take in, im on ecmlink for dsm, on speed density, wish i knew about your channel before sending my car off to english racing lol,. im still trying to learn all this tuning. im mechanically inclined but tuning stuff is on another level..hopefully in the future ill be able to mess with a more cheaply built engine,,
I want to start by saying that these videos have helped me understand HP Tuners when others couldn’t. Thank you.
I’m hoping someone can help me. I have 2.2 auto supercharged cobalt and at 47%+ throttle I hit “2step” at 3700-4000rpm every time. If I go WOT no issues in that range, as long as I’m not in the 2 step mode. Before I was supercharged there was no issues whatsoever with the car.
I feel that I should add that I can build max boost while in this 2 step mode. Also it won’t do it in the first two gears. Can’t say anything about third because it shifts to fourth right before this.
Any insight will be appreciated as I’ve been battling this for months
Great video, I couldn’t find your maf video
Uploading the new version of it right now. Should be up by tomorrow.
Chris, the MAF video is up now: ua-cam.com/video/7IoWmLEmlvE/v-deo.html
Thanks!
Goat Rope Garage thank you I’ll give it a watch now
What gen is this? Have a 14 Camaro SS LS3. It took me a minute to figure out My VE table row axis uses MAP kPa and not pressure ratio. I deleted the Pressure Ratio Math and modified the Graph row axis to MAP kPa. Now it logs. It helped me to add a chart row with EQ Cmd, EQ, and MAP kPa to monitor the variance.
I tried to start sd tuning. It’s super rich and went into limp mode when I drove it. Did I miss something? E67 gen iv. Thanks for everything you do for us!
Look at your AFR to start, you can pull some fueling out of need be. What's your year/platform and mods?
2008 envoy Denali. Long tubes big cam 10.5 :1 comp. 6.0 e67 ecu
In the “sweet spot” of my graph it’s 100.39. I assuming that that the max
@@michaelbrakeall2267 100.39 on your error graph? Doesn't make sense, you sure you've got your graph setup correctly?
Probably not lol. Should I be on average?
My question is the when you go into the ve table you have the light red blocks and the full colored blocks. Are the light blocks (transparent) the blocks you collected data on and the color ones is data you didn’t? Or is it showing you the massive difference
Hey I am getting info before I start have a gen4 truck have truck cam and couple bolt on but had it dyno turned if they tuned it with efi will I have to go back to stock and start over
Depends if the locked it, if not you should be fine. There might be a few small tables that don't carry over but you shouldn't need them.
@@GoatRopeGarage thank u for the response they did decent but I wasn't satisfied with it but I am a little particular when it comes to my truck but I am going to join u learned alot off ur video and haven't received my unit yet but really appreciate ur time
If you have a 5 wire MAF and want to go MAFless, can't you simply force the MAF to error out via a DTC. Wouldn't the IAT sensor still function with the 5 wire connection plugged in ? Early in the video there was mention of needing a separate IAT sensor and break out harness ?
Any chance you can do some turbo tuning, boost tuning with pump gas and meth? I've read you can do things with timing to help spool the turbo and help load converter. Great videos, thank you!!!
The standard tuning process is the same, I am going to have a video coming out soon about tuning with the addition of meth injection as I am about to double my injection rate. It is pretty straight forward though, you still do what you would normally do on the MAF and SD tunes, you just need to take it slow and as you start working into your meth ramp in you'll run rich which gives you an area to start pulling your fuel out if need be. As far as the second thing, you can do some things on timing to help build boost off the line but I'm not sure how friendly it is on your motor. Probably something I would steer away from unless on a purpose built race car.
Thanks for your videos. I'm just getting into the tuning with a Holley Sniper on a 85 K10 350. Did you ever do any videos with the Sniper? Would love to get your input and expertise on it.
This is awesome. Just a suggestion - couldyou do a vid that runs through the tables for air, fuel and spark? Not how to tune them, just a few sentences on what the main tables do and when they are used. It would be a supplemental 1.1 intro vid. Just a suggestion. These videos are great.
I'll add it to the list!
Hey I got a question how are you writing the new tunes to the truck without buying all the credits every time ?
I've set up the speed density table exactly step for step in this video and it's still not populating any data in the graph. What am I doing wrong?
So I’ve got a 2003 Silverado and trying to figure out which tables to use to disable fuel cut off.
how can you see if you have reached inside the +1%- -1% area target on the table?
Do you ever have issues with larger cams creating a false lean at idle? Ive got a car that wants to add 20% even if i run it pig rich. I wasnt sure if maybe the overlap could be sending to much oxigen to the sensor at idle causing it to read lean. Great videos i just hit the subscribe.
Disable the MAF and see if it still does it. If you have a ton of overlap it can mess with the MAF sensor like that.
@@GoatRopeGarageI should have spesified its on 1 bar SD OS thats why i was wondering about false lean from the o2 causing an issue. I did catch your more recent video for idle tuning so ill apply that stuff over. I missed a few steps you layed out well. Def more comp tables to look for than the standalone and import tuning im used to lol
Follow up and let me know if you are still having issues after
Hey man I have a 2006 GMC Sierra, I can't seem to locate the virtual VE TABLE. I found one that says Main VE is it the same thing?
Yep, you won't have the virtual one, they started that around 2008 on certain vehicles. Use the main just like the video says to use the virtual and you'll be good!
@@GoatRopeGarage thanks man
Hey Goat Rope, great stuff got a question at 26:02 the EQ gauge goes to 9.99 which appears to be cell 0.3 @1600 rpm which while not clear appears to be 59 so changing the VE table by 59%. Is that a fuel cut for a gear change or something and why it goes so lean and how does that affect your tuning?
Always look for bad data like that and interpolate over it to even it back out, generally you will have one or two cells that get a bad reading for some reason or another, so it's always a good idea to look at your histogram.
Awesome videos , great at explaining clearly on how to tune.
I have one issue that I need to share.
My car is manual.
Everytime I about to slow down, e.g., from 2000revs and when it hits roughly 1200revs, my car go lean , AFR gauge from normal to over 20 then no reading. It only does it at low rev slowing down on the same gear.
Can anyone be able to help me where to tune this area
If you wanted to leave the car running the VE table in open loop only, with no MAF at all; what's the best way to get that set up in HP Tuners?
great videos, you have saved me so much time! I was able to log my AEM thru the serial by watching your video and a million other tricks. On this video I have one area I don't understand. In high load rpm if you use the lambda and multiply the base map you are pushing towards 1 lambda which I understand for cruising, but you would want approximately 0.85 in high load rpm situation?? I understand not wanting to disable power enrich but that is effecting your wide band readings which when you multiple will drive the overall ratio to 1 versus .85 is high load. What am I missing?
Leave PE as it is, you're commanded will adjust appropriately and so your error graph will work
Hey your videos are awesome and I played like three times each to assimilate all your info but, How do you connect the wideband to be read? Also if I follow all your steps very careful , it is probably to blow a motor? Hahaha and an universal question all the tunings followed exact as you shown can be applied to different car brands that hptunners allow (Nissan, ford,dodge)? Sorry for a lot of questions I know you are very expert😎 and I'll be very grateful if you answer me, good vibes!
I installed my meth injector before my maf to only use the iat from the maf. whats your thought on that?
I prefer to break the iat out and install the meth nozzle between the two
Do you have any videos on h and s mini max? Looking to tune my own 6.4 diesel
Does it use credits every single time you did the rewrite or how does that work with hpt ?
I’m confused by the step when you multiply the tune by the values from your scan. I understand they are percentages, but why does pasting special-multiply actually end up adding the percent to the cell’s value. It’s like it actually multiplied the cell by 105% (which is what you want), for example, rather than multiplying by 5%.
When you use multiply by percentage it effectively coverts it to a decimal, so 5 becomes 1.05 and -5 becomes .95
Wow, great content! Looking for some context though. Seems as if you manually put the ECU into speed density mode, ran the car around, and relied on the ECU to correct itself? What was it using to correct itself? The existing VE table? Also why bother doing this if you're going to put the vehicle back into MAF mode?
Great stuff. Would consider buying a series that covers foundational knowledge more in depth.
No, I put it in speed density and use an error graph to determine how far the table is off. It's more important on Gen V vehicles because the VE table is part of the torque calculations
I cant get my STFTs to disable for VE tuning. DFCO turned off MAF unplugged and failed.
STFTs start showing up. Set readyness to -2000mv.
What am I missing. Its a Gen 5 Denali.
Some gen 5's it won't work, use the special features on the scanner, you can turn them off there, just have to do it every log.
Thank you for the video we learned a lot. I just want to ask you why are you dividing the data by have before applying? I guess this delaying the process. The software should suggest the corrections without the need to modify the numbers based on the AFR reading. Can you explain why are you dividing by 2? Thanks
I'm trying to tune my 2010 5.3 with stage 2 cam. I started at 18degree timing now I'm up to 33 degrees. Increments of 2. Truck is stubborn on startup and lack of power. Need suggestions
Hi just wanted to let you know thank you for sharing your knowledge it's teaching me alot I am stuck with my turbo Camaro on e85 my afr at idle is at 10.9 to 11 I know that's rich and when I drive the car and floor it it goes to 16 and sometimes 15 afr is that bad
Yeah, that's dangerous lean, be careful
Just got HP tuners and I'm going through your tuning series. Definitely been over the speed density video a lot haha. I have a 13 Explorer EcoBoost I just put stage 3 turbos on but this thing has six speed density maps ???? Is this a case where I'd be tuning all these SD tables?
Great videos! Thanks... I am new to tuning... want to tune my 95 Lingenfelter Suburban with a 605. Do you ever use TunerProRT? I dont think HP will work with my truck.
Second question since you answered my first one, show's the channel is not abandoned. Guys also disable Traction Control, can you comment on that and why you didn't?, we are talking about Gen III GM Vortec engines, 4.8, 5.3, 6.0 etc. 1999-2007 does Traction Control impact fuel/air delivery or does it not, also they do it under both Engine and Transmission tabs in HP Tuners. Thank you in advance.
On Gen III platforms your traction control is spark based, shouldn't really get into it when tuning fueling. Later generations can pull power through ETC but that's not going to change anything from an airflow tuning perspective, if it pinched back to control traction it's just going to shift the area if the map you're in accordingly.
I have a remote tune full throttle is good but idle and cruse is rich -25 on the stft and 0 on the ltft followed the steps but car wont idle right down low lots off surge
When tuning the vve you use the scanner to calculate the percent that lambda is off via your wideband. I assume you are referring to the lambda value that the ecm is commanding. Where does the ecm get the commanded lambda from? Is there a table, or is it just assuming stoich and adjusting based on other tables?
Yep, it's looking at stoich and then bringing in the other tables to make any appropriate adjustments.
How do you decide when to smooth vertical or horizontal?
Great series, just what I have been looking for but I am having problems when I create my VE Tune. I disable closed loop as per your instructions and the car falls flat on its face. It is super lean and backfiring. I can't get it driveable to collect any data in the scanner. When I turn closed loop back on it runs good. I am using a P59 ECM with the 3 bar speed density enhanced OS. Any Ideas? Thx
Yeah, check your VE table, your standard table is based on your RPM as the columns and MAP as the rows, well, your stock ECM has a 1 bar sensor, since you switched over to a 3 bar OS you need to check your VE table and make sure it has been rescaled and has fueling information in the lower pressure area (Idle area). If you still have issues keep closed loop enabled and look at your LTFT tables in the scanner, they are going to be WAY off. You will need to create a new histogram based on your 3 bar OS. Just copy the rows and columns over that way you are working one to one from your histogram to the VE table. Once you get the fueling close enough to get out of closed loop and into open loop tuning then start dialing the fueling in from there nice and slowly. You will use your LTFT trims the same way you would use your EQ Error table, but you can probably use the "Mulitply option" instead of multiplying by half to dial it in faster. If you need help let me know.
This helped me a lot, but why EQ ratio and not short term fuel trim?
Short term fuel trims can't tune PE
Goat Rope Garage oh, on my dodge nothing happened with eq but I’m amateur, also dodge does things different
Do you have a video doing this same process with a gen 3 engine ? I have a 411 PCM and some of the settings you changed aren’t in my HPT software. TIA
Yeah Nate, check the playlists for a Gen III list, can get there quickly by going to www.tuning101.com
Goat Rope Garage Thank you sir
How do you set up the histogram for gen3 engines ? Map is in kpa
Hi thanks so much for your videos, i cant fully understand if you increase i.e from 40 to 42 in a cell (ve table) do you increase air and decrease fuel or vice versa?, If i multiply the whole table for .75 im deacresing 25% in the whole table so am i increasing fuel over air?
If you're increasing the number that is saying you're breathing more air so the ECU will add more for to compensate
@@GoatRopeGarage damn man you are lovely( un amor spanish) thanks so much ill be supporting your patreon thanks again
What do I do when my car doesn’t have a maf sensor, the Jeep tj 2005 doesn’t come with a maf sensor, only a map sensor. How would open loop work?