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.
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.
Hands down the best tuning videos on UA-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
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.
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.
Let me first say that you are one of the best video instructors out there for HP Tuners GM tuning in UA-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!
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
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.
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.
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
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!
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
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.
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?
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 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.
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?
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
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.
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
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.
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?
I made a mistake by not following your videos sooner. I also made a mistake by not saving my base tune from my truck. Any advice? 2012 silverado 6.2l. I was told my GM dealer could reinstall the original tune. Is this correct? You go through tuning so fast it reminds me of me talking about curling ice!!
Watching this video, made me realize ,I know nothing about tuning. I have 2007 Pontiac solstice gxp with 60000 miles. What kind of tune is the best for it
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?
Thanks for all the awesome videos, you’ve helped me decide to learn how to tune my car after the build! My question is does this work the same if Ive went to a card style maf? Or do I need to change something first? P59 and my iat sensor is in the lid of my lsa..
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!
Hey Kyle Great video as always thank u for all ur help in tuning community. Maybe u could help me out here don’t have anything to do with this lesson. Having trouble with my 2011 Silverado 2500Hd. Bank 1 sensor 2 just went out on me. Iv put 3 different 02 sensors in 2 new 1 stock. Tested all three with OEM’s meter all seem to be fine. I cant get any MV’s to read maybe 1-2 like it’s trying to work. Iv tested the 02 lead or connector from wiring harness with test light get good connection on power wire and pulse wen truck is running I believe that would be the heater wire or connection rite. But anyhow im at at a standstill here just thought maybe u could help. Any advice or ides would be very appreciated along with all ur videos. Keep up the good work. Thanks Josh.
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.
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.
You may already have a video on this, so I apologize if its a bother. I'm planning on doing a long tube header exhaust set up with no cats (there are really no emissions laws where I live) and I am wondering if I need to leave my LTFT disabled due to having no cats. Is there anything I can change within HP Tuners to prevent a check engine light due to the lack of catalytic converters? Your videos are amazing and I'm learning a ton. Thank you!
Correct me if I'm wrong Kyle, but as far as the check engine light goes you can go to engine diagnostics and go down to P0420 and P0430 catalyst system codes and disable them
only problem I see so far is that someone brand new like me - has zero knowledge of the pages on HP, nor what each box does - and you are teaching like it is second nature for us. Go here do this do that :)
Kyle, I have a quick question that I'm ignorant on. I am currently running a 3bar speed density tune in gen 3 pcm. LSA supercharger on an LS1. I know in the old days it was assumed that the MAF was inoperable in the hp tuners 2-3bar OSs. I am now understanding this is not always the case. I have reason to believe that my OS is capable of seeing MAF. I would like to try an LS3 card style MAF in a 4 inch tube. I am unclear one what I need to do for scaling as a baseline. any advice? Thanks as usual for all your great info in these videos.
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.
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
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?
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?
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!
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?
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!
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
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
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?
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.
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
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 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
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
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
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.
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)
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?
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...
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?
I would like to have you build me a startup tune. This is a seriously modified 5.3 with out a MAF . Instead we run IAT and MAP. We have a startup tune and have it running. but it is super rich and burns your eyes when running. Some issues have arisen with our 'tuner'. I have HP Tuners MVPI2 with Pro Link. We also have Innovate Motorsports LC-2 wideband. Could you help us get this combo running? I understood that you will help Patreon supporters
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?
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
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.
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
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.
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.
Hands down the best tuning videos on UA-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.
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.
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!
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!
Man I’m relearning everything I dove into 12 years ago. Back before UA-cam is what it is today. Finally getting my C5 tune dialed in after a cam swap.
great video and thanks for doing Gen 3. Suggest a Gen 3 Idle video as well. Good work
Best tuning channel i have come across! Extremely smart and great infornation
best tuner !!!😂 bought ur layout for tuning graphs and everthing
Let me first say that you are one of the best video instructors out there for HP Tuners GM tuning in UA-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!
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
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.
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.
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
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!
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?
Really glad the gen 3 videos are out there. What wideband would you recommend if you use a hp tuner MPVI2 on a Ls1.
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.
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
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 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.
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!
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.
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
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
Hey great video , so after your done tuning maf ,switch back to closed loop maf tune ? just wanted to make sure ,thanks
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.
Help me tune my 5.3 with a truck noris cam new to tuning been binge watching videos for three weeks
Dude you’re awesome. Thank you for these videos
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
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.
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
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 made a mistake by not following your videos sooner. I also made a mistake by not saving my base tune from my truck. Any advice? 2012 silverado 6.2l. I was told my GM dealer could reinstall the original tune. Is this correct? You go through tuning so fast it reminds me of me talking about curling ice!!
Watching this video, made me realize ,I know nothing about tuning. I have 2007 Pontiac solstice gxp with 60000 miles. What kind of tune is the best for it
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.
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.
Thanks for all the awesome videos, you’ve helped me decide to learn how to tune my car after the build! My question is does this work the same if Ive went to a card style maf? Or do I need to change something first? P59 and my iat sensor is in the lid of my lsa..
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 love this channel ❤
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!
Can you talk a little about what a "good" tune run looks like? Is a 10 minute drive, 30 minutes? Drive fast, slow, etc?
Hey Kyle
Great video as always thank u for all ur help in tuning community.
Maybe u could help me out here don’t have anything to do with this lesson.
Having trouble with my 2011 Silverado 2500Hd. Bank 1 sensor 2 just went out on me. Iv put 3 different 02 sensors in 2 new 1 stock. Tested all three with OEM’s meter all seem to be fine. I cant get any MV’s to read maybe 1-2 like it’s trying to work. Iv tested the 02 lead or connector from wiring harness with test light get good connection on power wire and pulse wen truck is running I believe that would be the heater wire or connection rite. But anyhow im at at a standstill here just thought maybe u could help. Any advice or ides would be very appreciated along with all ur videos.
Keep up the good work.
Thanks
Josh.
very good explanation
Hey, goat rope garage, MAF screen in or out?
No bullshit, straight to the point. Thanks!
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
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.
Thank you for another video 👍🏼
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!
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
Will you be doing a transmission tuning video anytime soon?
Yep, have a laundry list of videos to try and get out!
You may already have a video on this, so I apologize if its a bother. I'm planning on doing a long tube header exhaust set up with no cats (there are really no emissions laws where I live) and I am wondering if I need to leave my LTFT disabled due to having no cats. Is there anything I can change within HP Tuners to prevent a check engine light due to the lack of catalytic converters? Your videos are amazing and I'm learning a ton. Thank you!
Correct me if I'm wrong Kyle, but as far as the check engine light goes you can go to engine diagnostics and go down to P0420 and P0430 catalyst system codes and disable them
Set them as no error reported
Correct, but do it before you remove them if possible to prevent a permanent dtc
only problem I see so far is that someone brand new like me - has zero knowledge of the pages on HP, nor what each box does - and you are teaching like it is second nature for us. Go here do this do that :)
Do you have any vids on converting from a gen3 style maf to a card style?
Kyle, I have a quick question that I'm ignorant on. I am currently running a 3bar speed density tune in gen 3 pcm. LSA supercharger on an LS1. I know in the old days it was assumed that the MAF was inoperable in the hp tuners 2-3bar OSs. I am now understanding this is not always the case. I have reason to believe that my OS is capable of seeing MAF. I would like to try an LS3 card style MAF in a 4 inch tube. I am unclear one what I need to do for scaling as a baseline. any advice? Thanks as usual for all your great info in these videos.
Did you ever find out any info of this? I'm in SD 2bar turbo and would like to go back to maf if it's possible.
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.
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...
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?
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
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!
When your done scaling the MAF do you turn dynamic back on? Or do the cars just run off MAF all the time? Thanks
EQ Err came in out of nowhere. Is it unrelated for tuning the MAF?
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.
Do you need a wideband o2 sensor to do MAF tuning?
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
Im trying to convert your information from hp tuners to tunerpro... when disabling maf, what are some steps I can take to so so?
i have learned so much from you. thank you
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!
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,
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
Sounds a little harder than I know , but might be willing to donate to you have you look at my tune see why it won’t idle at lower rpm’s
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
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?
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.
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
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 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
So we need an external input to do this? Sorry I'm pretty new
Do you need an external wideband to do this kind of tuning. It's not mentioned on this video.
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
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
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.
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
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
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?
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.
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
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
ua-cam.com/video/rmzpQBnTJ9w/v-deo.html
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?
I would like to have you build me a startup tune. This is a seriously modified 5.3 with out a MAF . Instead we run IAT and MAP. We have a startup tune and have it running. but it is super rich and burns your eyes when running. Some issues have arisen with our 'tuner'. I have HP Tuners MVPI2 with Pro Link. We also have Innovate Motorsports LC-2 wideband. Could you help us get this combo running? I understood that you will help Patreon supporters
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
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.
ua-cam.com/video/mGcEw29XZBQ/v-deo.html
great video
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