GM Gen 3 Speed Density Tuning, Dialing In VE

today we're going to take a look at speed density or volumetric efficiency tuning on the 3rd gen gm platform so stick around [Music] hey everybody welcome back to the garage and we're doing another video series on third generation uh ecm tuning i've got a couple new ones that i put out recently this just kind of condenses it down into really short videos we talked about just kind of general setup how to do your as found uh how to uh you know set up your data logger and things like that and then on top of it we did mass airflow in the previous video so i'll try and throw a link up in the corner to one of those videos but as always you can go to tuning101.com which is our youtube homepage we'll take you right there and then click on playlist and look underneath gen 3 tuning and you'll find those videos along with a lot of other videos on gen 3 specific tuning so i just kind of wanted to do an update to this series and as we get into this thing we've got a couple things uh for one uh you can go over to gilroadgarage.com and buy our scanner layout and channels uh it kind of streamlines it but if you watch that first video i did i also go through how you set these things up individually for your setup so let's take a look at it we've got our mass airflow our final we would call it uh now we need to go over and get it set up for volumetric efficiency or speed density tuning interchangeable there you'll hear me called both things s d v e just know that we're talking about volumetric efficiency so the big things is here we need to go ahead and invert our dynamic settings originally we came in here and changed this down to forces into what we call high speed mode all the time for mass airflow tuning we're basically going to do the opposite on this case we're going to max this stuff out so we can take this up to 12 000. remember this is a hysteresis on this so it basically says anything below 11 900 is going to be using uh volumetric efficiency and then on the same ordeal we can bump our steady state up to 12 000 and then our high low map threshold will take it up to 104. the big thing all the other stuff that we've done as far as setting up the fuel and things like that for the mass airflow stays the same but we do need default the mass airflow sensor and to do that we'll go under engine diagnostics airflow and then we're going to set this mass airflow frequency fail high i normally set it to like one and this is the p0103 if you mouse over it it will show you down there the dtc it's always a good idea to come into your dtc list find that p0103 and set this to error on first error and that way as soon as you turn it on the first time and it faults the mass airflow sensor you're going to get a check engine light but you want that check engine light that lets you know that it is not taking any readings from the mass airflow sensor so now that we've done that we'll go ahead and save this one this is going to be speed density step one and we'll go out and log so if we pull over our logs i've got a log loaded up here man this one was rich look at all that green in there so we're doing this one based off of the eq ratio because we have an aem being brought in on serial no actually this one's being brought in on a mpvi2 analog and but we are bringing it in as a lambda reading it's very important that you bring it in uh as you see it on the gauge if you're showing lambda on the gauge you want it to bring in as lambda on here if you're showing afr the same and then we need to make sure that we have the correct commanded parameter that goes with it in this case would be equivalence ratio commanded if you were doing afr you would have fuel ratio command instead using our math though look at this look how rich this is and so whenever we're this rich i'm going to go ahead and scrub through here and what i'm looking for is kind of the low point we got 16.7 uh and that looks to be pretty low so well down there is a 12.7 but i would probably ignore that one just focus on this 16.7 so what i want to do is i want to shift this whole table down so we'll come back in to our tune let's go underneath engine airflow in general and open up our primary ve table big thing we want to double check our columns and rows make sure that it matches up there's nothing worse than trying to tune whenever those don't match and so we're going from 400 to 8 400 and if we scroll over all the way up to 8000 and then we're 15 to 105 on 5 kpa separators there so 15 to 105 so it does match up we can't apply those changes from our graph now we could do a couple different things we could just copy and paste this thing over but we're going to have a lot of data over here that we're not touching on yet since we know that we're rich across the board for the most part i'm going to shift this whole table down 15 so we'll highlight this thing get everything loaded up there and to do a shift down 15 i know that i'm going to multiply this by a decimal and that would be uh 85 so if i multiply this by 85.85 it's going to take 15 out of the entire table and it's shifted the table down so we're still utilizing the stock speed density table we've moved it down we can now load this one up we'll save it as speed density step two load this thing up and we can go out and grab a log okay so we've gone out we grabbed a log some stuff's getting a little bit goofy in here but you can see the the meat and potatoes of it in here starting to fall in line and we need to focus on some of the outside stuff but since we have so much shifting one way or the other this is going to be a prime example of i'm probably going to go in we're going to select the whole thing we'll copy this one over and i'm going to use the multiply by half percentage to just kind of massage everything into place now you can't see the changes because i didn't say that but let's just close this out and i'll reopen it real quick so you can see as i apply this paste special multiply by half we can see the cells that we've adjusted the ones that are blue have gone down the ones that are red have come up and we're getting a little bumpy out there and then we've got a couple spots where the data is not loaded up and we can use a couple different tools in here mainly interpolation or smoothing and there's two different approaches we could approach it this way and i like to do it on the rpm axis a lot of times so if your rpms are going across the top in columns i like to go and do the corrections through the columns but we can also verify it by going horizontally so if i'm going to come in here and interpolate between those two points it did shift that one down now if i were to do it this way it gives us a little bit lower reading and i'll look at those two things and say uh i don't know i think i might prefer it this way for the next one because we're at 59 and it brings us to 60 62 to 63 as opposed to horizontally we're at 59 59 60 63 so i think it makes more sense to try it this way same ordeal out here we have this lone 70 out here that gives me an indication that this is probably too high down through here so we can come through here and i'm actually going to smooth this to bring those numbers in line and then i might do the same thing up a little bit to smooth this to bring those numbers in line couple clicks there just makes a little bit better transition and then maybe one right there we'll come down here look at this area this is actually not too bad except we've got two 66's if we smooth this once one's going to drop down the other one's going to go up that makes a smooth transition there and then what i might do is look at it as a hole here at the end and if i see a lot of ridges in here still i might kick the whole thing over and smooth the entire selection that looks a lot better now whenever you do this remember if you smooth this the next time you go in there's a good chance that you're going to have some spots that are going to read higher errors than previously but the idea is to get all these changes to start to fall in line while keeping a somewhat sane volumetric efficiency table because where there is a ridge that shifts through here there is data that has to be interpolated between those points so if we're going from 4 800 to 5200 we got a 74 down to a 72 it's changing at 4 900 it is you know 20 or 75 percent this cell 25 percent sl at 5000 it's 50 50 between those and then so forth and so it's actually moving and you'll hit what would be considered a volumetric efficiency of 73 whenever you're at 5000 between those two cells at 50 kpa so keep that in mind because if you have a big spike in here somewhere let's just grab one and jerk it up there 76 to 68 then it's having to do a lot more interpretation uh between those two cells as it moves from 2400 towards 2800 and that can cause a lot of drivability issues stumbles things like that that you might be feeling so we want to make sure and keep those spikes out of there we'll get rid of that one and then we'll go ahead and save this as our step three okay so we're on step 20 in fact to getting this which is taking a lot more than normal but there's a couple things that we want to look at specifically on this login it's around this 800 rpm zone where we're showing a lot of lean stuff down here that may not be truly lean and it could be a transit issue where uh we're seeing data that's not being accurately represented uh another thing this one has a low idle on it which is probably causing us some issues on top of it so the idle would have to be corrected on this but if we scroll through here manually and kind of look at how this works out we're expecting this so we are running lean right there at 594 which i don't like to see but soon as we get back into normal fueling here it drops right back into where we want to see so we do have a trouble area here that we would still need to address but what i would want to address in this case is this 382 rpm idle so we would need to go back and look at things like idle air control based on whether or not this has an electronic throttle or if it has a screw with an iac valve on it most likely our base running airflow tables are too low and we would need to bring these up so with volumetric efficiency there is really a strong rinse and repeat approach to this we need to go out get a lot of data logs and you have to do a bunch of varied driving styles to try and fill that graph out the more data you get into that graph the more accurate results that you're going to get while populating those changes to your speed density table just like everything else though mass airflow things like that we want to make sure and start working up uh don't go straight out do wide open throttle rips on this thing you want to go up to you know 2500 rpms get that lower section kind of dialed in go up to maybe 4 000 rpms then up to wide open throttle now the thing about it is whenever we go back into dynamic airflow after getting the volumetric efficiency dialed in we're going to cross over that shutoff that we looked at in the settings and is going to go back into high speed and rely predominantly on the mass airflow sensor so if we were to come in here and look at this table uh underneath our airflow in our ve table based on where our changeover is say we have it set to 2800 rpms from this point on we're going to be relying on the mass airflow sensor it's still going to reference the volumetric efficiency table but the fueling will predominantly be done for mass airflow now if the mass airflow fails it's going to fall back to this table so what i like to actually do is come into this area in the wide open throttle and i like to get this conservatively rich and i'm saying maybe five percent rich across the board whenever i'm pulling a log that way if something does happen and we do have to revert back to this table we have a nice safe table that will get us home until we can get our mass air flow sensor replaced so keep that in mind down here down in the lower rpms that's where it is really important to get specific get down to the details get that area dialed in because it's very uh it will affect how your transit off throttle you know uh from a lead from a dig things like that whenever you're at idle and you tip into it or you you know you blast the throttle this is where it is important to have that stuff really spot on dialed in so keep that in mind and then as i said we have a little bit more leniency up here now if you're running speed density only you don't have a mass airflow sensor obviously that doesn't apply you need to have the entire table dialed in and you're just going to have to take time but manually scroll through your logs go through and look at it and look for areas that are not represented properly because there's some latency that you will see on your wideband readings versus commanded sometimes and you can end up chasing your tail because you can have an area right here where it's showing that it's 7.3 lean and it may not actually be 7.3 lean what can happen is you can be right here on this cell and you can be commanding 0.1 down here on your eq and then whenever you get into high throttle and it actually hits power enrichment and that dives down to our 0.85 0.9 in this case whenever that changes from this point to this point there's a good chance that your wideband can read a couple steps behind and i'm not even going to say seconds because it can be less than a second it can be a few micro seconds but that latency between the reading that it's showing you uh can cause you to get red cells in here that are not necessarily correct so go through check that make sure that you're not getting some of that false data in there that's going to skew your ve table okay that wraps up our quick refresh on volumetric efficiency as always if you have any questions post up the comments down below check the description links good links down there a lot of information check out the websites and let me know if you guys are enjoying me kind of rehashing some of these older topics that we touched on so i want to get some of this out to some of the new people out there that may have uh subscribed later on and haven't had a chance to go back and dig through some of the playlists so hopefully this will help some of you guys out remember there is a lot of information i've got over 200 videos on the playlist out there on you know their tuning related so go check those out but i'm going to wrap it up for now you know the drill thanks for stopping by the garage remember abt always be tuning [Music] you

Channel: Goat Rope Garage

Views: 5,438

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Keywords: HPTuners, Tuning, Tune, Chevy, Chevrolet, Corvette, Camaro, Silverado, Sierra, hp tuners tutorial, hp tuners silverado, hp tuners 101, goat rope garage, how to tune a car, hp tuners, nitrous express, snow performance, procharger, ict billet, how to tune, hptuners tutorial, hp tuners guide, hptuners guide, Nova, speed density, speed density tuning, speed density hp tuners, sd tuning, speed density histogram, gen iii, gen 3, how to use hp tuners, speed density tuning hp tuners

Id: W4Z4bJ3QSfc

Length: 14min 32sec (872 seconds)

Published: Fri Nov 20 2020