Speed Density or VE Tuning, Tuning Series Vol 4, HP Tuners

okay it's that time a lot of you have been waiting for time to tune for speed density stick around hey everybody welcome back to the goatrope garage and I believe this is video four in the tuning series if you haven't caught up so far hit the Glink up in the corner they'll take you back to the first one that goes over the basics this one is all about speed density volumetric efficiency dynamic airflow they're all kind of the same thing so we've already done mass airflow sensor tuning this is whenever we get into speed density where we're looking at manifold air pressure and the intake temperature and we're going to be using a two-dimensional graph as opposed to a linear fuel curve like the MAF signal was the nice thing about speed density is is if it's done right you can actually get rid of your MAF sensor and so if you're running a higher boost application where you're exceeding that thing even though you've upsized your intake pipe or your charge pipe this gives you some options something to be aware of though if you do go that route make sure that your IAT your intake air temp sensor is not a part of your math it is now mine I've got a harness that breaks it out you let you use an external sensor and and the reason I have that is because I've got methanol injection on there and I inject between the math and the intake air temp sensor sensor because I want to see that temperature change because it affects your speed density tune so if you are going math lists make sure that if if you need to you get a breakout harness that allows you to run an external IAT there out there some of you may not need them though but just something to think about if you are going massless because eventually that thing's gonna go massless that's kind of step 2 after this step but right now we're focused on speed density big thing about speed density is you've got a table it's a table that's based on rpm and usually cylinder air mass and you're gonna be kind of in this area for the most part whenever your tuning this whenever we set up our histogram and you start seeing cell hits it'll be in a area that's kind of based on where the load of your vehicle operates in now if the weather shifts that can move up and down based on the temperature if it gets hotter it might go down if it gets colder it might go up vice-versa something to keep in mind generally it's going to go down as the temperature gets warmer and that's why you'll see the peak of your table your fuel table kind of max out here in the middle and then it'll slope down towards the bottom well the nice thing about that is whenever we go in we start smoothing our tables out we're going to hit as many cells as we can by driving up and down hills holding gears you know whatever we can do to get a broad range of cell hits which we talked about once again on the map series but we'll talk about again whenever we get in there and actually start scanning doing the data logging but these areas you're probably never gonna hit for one you know it's going to be so hot that if it's hot enough that you're hitting those areas your whole center section will be shifted down towards those areas because you're probably not going to hit the cold areas and vice versa but because of all that whenever you're tuning for speed density you can't just tune one part of the year and expect it to work all parts of the year now a lot of times this is just gonna be open-loop wide open throttle kind of fueling the rest of time your oxygen sensors are going to be at play and your map sensor is going to be in there so you're not going to notice a lot of shifts during the weather changes unless you are on a speed density only tune so because of that it is a good idea to during the seasons go out double-check your tune maybe do a scan and make adjustments to your map as it hits the edges of the active area in same ordeal up here in the corner this is going to be a load area that you're never going to hit you know you might idle down here and you're you're just gonna move up in this direction you're not gonna be able to get down in this corner so we'll smooth that out to try and make it let the map look clean I'll show you what I'm talking about my Maps gonna look ugly the last time that I did speed density tune I didn't complete it I just about kind of the section that I needed to be a good tune and so I didn't do a full tune on that because I knew down here I was going to be running off the MAF sensor because it is a low load range you're not going to be ever switching out of that or closed-loop so this is kind of your open-loop speed density area this is kind of your closed-loop math area just something to keep in mind so some other things that we need to talk about is you know what I forgot to do throw the disclaimer in so before we even go a second further let's go ahead and hit that disclaimer up on tuning this video is intended for educational purposes only if proper tuning can cause catastrophic mechanical damage and you should do your own research before attempting any changes like this to a vehicle a 10th custom tuning at your own risk okay now that that's over I've already linked you to the beginning of this I'm going to throw another link up here that talks about the different types of speed density tuning specifically if your your the old school ve table which is going to be like pre 2008 maybe some one offs afterwards and then after that you're looking at dynamic air flow in which we'll be using the virtual ve tables they're basically the same thing except one uses a whole bunch of math to generate a ve table the other one actually has a VE table that you're manipulating directly but once again as I said check out the link on speed density it goes more in depth you can learn a lot from that and it's good to know all that stuff from whenever you get to this stage we are going to adjust the timing to make the timing a little bit more safer we'll probably add about 5 degrees on there I'll show you how to bump some fueling in for the initial run that way if you're adding something new on you can have some say fueling in there if you were going from normally aspirated to boost it you need to calculate how much fuel you need to add if you are going from normally aspirated to 14.5 psi you need to double your fuel and then some just to be safe but if you're running 5 psi maybe you know you could probably get away with 30 to 40 percent fuel add we want to add the fuel on we want to go rich and then tune it back down to Stoick we don't ever really want to tune from lean back up so if you start this process out and you start going lean make sure you go back rich enriching your fuel tables and then start over make sure that you're running rich from the get-go this is also going to take a lot longer as I said this you know math tuning you can be done in a single afternoon only takes a couple hours speed density tuning to be done properly is going to take a few days possibly even weeks and then as I said your you're never really done you may have to adjust the maps as the seasons change so just be aware that this is a little more hands-on that's why this video is going to be a little bit longer than the rest I highly suggest though you watch the entire thing before you do anything because there's going to be some things that pop up as we go that I've forgotten about because I'm getting older and my brain doesn't work as well that will you know hey oh yeah by the way kind of situation so go ahead and watch this thing through I will try and cut down the parts where we're doing the data logging make those as short as possible while still making everything clear and concise so you understand what I'm doing it as I'm doing it so but for now it's time to go ahead and get tuning I want you to go ahead and save and as found I've talked about this in the past I talked about in the first video I talked about in the math video save the as found that is the file that is what your current tune is on your vehicle you will save that and then you will save a copy of that that you tune off of that way we have a reference point to go back to and it will save us some headaches down the road you'll see why but stick around I'm going to get us fired up get to get the truck warmed up save my own personal ass found and then we will start the next step of the the tuning okay here we are we're in the car I've got the editor opened up here and I've got my ass found file already saved so we want to go ahead and do a save as and see I've got ass found and date you would put your date on there so you know what which date that that was saved I'm gonna go ahead and call this one SD tune step 1 because this is our first step you also see that I have my notebook open this is where I track any of the changes that I make as I said I do an overall idea of what I need to do so I can go back and change certain things after the tunes done first things first we're not doing flex-fuel if you're doing flex-fuel you can still do the same thing you adjust any of your flex field parameters through your store Kafr so don't worry about that we are doing non DoD so if you have displacement on demand on still and you're trying to make power get rid of it be done with it don't ever turn it back on just disable it it's right here we do want to come in here and we do want to disable deceleration fuel cutoff so what I like to do is come in here and say that we're an engine we are under fuel and cut off the FCO disable the FCO we come back to here the enable rpm is at 9800 I'm going to bump that thing up to 8100 so we will never be enabled now I'm going to lower us down to one so anything between 1 and 8100 no deceleration fuel cut off same ordeal we want to come into catalyst / temp and we want to disable co T so I will make a note engine fuel temp control co t disabled this is a good one to do that's a good one okay the next one is on our you would think open loop but it's actually underneath oxygen sensors we want to disable closed loop and in order to do that we're going to set our o to readiness volts voltage to negative 1795 so we're just adding a negative that will make sure that we stay an open loop the whole time and that keeps the oxygen sensors from adjusting any of our fueling so we ran engine fuel oxi censors Oh to readiness that will be one that we want to re-enable when we're all said and done okay after that we're basically pretty good if you are running one of the older vehicles 2008 or prior you are going to probably have a tab in here for fueling where your ve table is since this is a dynamic airflow vehicle there's not gonna be a VE table in fact I'll show you if you come down into here into dynamic this is basically all the coefficients that I was talking about these numbers are what translates into the ve table but underneath airfoil or fuel it may be under airflow in fact where this dynamic tab would be you will have a VE table and it will look much like ours so if you are using one that uses virtual ve if you come up to edit you will have a virtual volumetric efficiency button that will open up your virtual VE table under ve mode we have four different options manifold switched open and closed and then the same with displacement on demand we do not care about the displacement on demand the open and closed there's a certain few manifolds and I'm not sure which ones they are if you know comment down below and tell me which cars have these that has a mana flow manifold air switch for ours purposes for our situation we will be working on the closed table and then we will be copying our changes over to the open table we will come back to this here in a bit I want to check a couple other things out speed density tab said this may be where your ve tables are on the older cars here is just more of the coefficients it's more of this wacky math if you are running a different sized intake manifold this is where you would change your manifold air volume so if you're running an MSD or you're running a truck manifold instead of a car you have to do this to correct your air flow calculations probably the same on the older ones okay now we need to go into the engine diagnostics tab and under airflow on here we want to fail the MAF sensor in order to do that we want to say okay our MAF sensor fails if we go over this number so let's put this to one that will fail it and then let's make sure that we have our low one we'll go ahead and set it to zero shouldn't matter because we will fail instantly by breaking one Hertz if you are doing away with your MAF sensor you might have to play with this this high fail until you get your MAF sensor failed let's go ahead and document that we failed this because we will be enabling it at the end so we'll go engine Diagnostics airflow MAF frequency if you are not renaming this you should be able to see that it is P Zero 103 and 102 you can come over to your DTC's find those down in the list and then change them to no error reported and disabled SES if they're enabled let's see if we can find them p0 102 here we go probably have to do all of these that are mass or volume airflow circuit you'll learn as you go just disable what you can and I said disable SES enable change these to no error reported won't leave it as is for now because I am not getting rid of the mass sensor right now if you do this and you unplug the MAF sensor and you start getting intake air temp errors our check engine lights you will know that your intake air temp sensor is in your MAF sensor and that you need that breakout harness ok let's go back over to engine we're going to go under spark and we're going to hit our advanced and our high octane base table and this is where we want to come in here and take five degrees out so let's just go ahead and select our whole table and we're going to put negative five in there because we always add so we are adding negative five to the entire base table and we will document this one also engine spark advance subtract negative five from base table this is good to do you may have already done this if you're following up from the math tuning section if you have you don't need to do it again that should keep you safe but this is something that you want to do to make sure you're not dealing with any kind of knock whenever you're doing your tuning a lot of times we don't have dual calls fuel mode usually main spark versus airmass a little octane we should be good just on the high octane but let's go ahead and do these other tables because it just takes a split second to be safe we'll add negative 5 to this one okay done and done so that should basically cover our basics of what we're looking to do we should now be whenever we load this tune we should be in speed density only map is going to be disabled closed loop is going to be disabled we're going to be an open loop now let's go back into our volumetric efficiency table we want to set up our scanner for our histogram and we've got to do a couple things here first see how we're doing pressure ratio well there's a good chance that you may not have pressure ratio as a PID that can be logged but you'll see that it is map divided by barometric pressure so if we come in here to our PIDs let's make sure that we have those logged so we will put in here our map which is going to be in their intake manifold pressure it's blue because of our goblet logged and then barometric barometric pressure is not so let's add that barometric pressure is now in there what we'll do then is go into tools math parameters and let's do a new piece of user math we'll call it pressure ratio and let's put a new variable in here we'll put as I said if we look it is map divided by barometric so let's do map and take me up fold absolute pressure yes then we want to add another variable for a barometric now we want to divide so let's go in here and we'll throw the divide sign in there good to go we can save that one as pressure ratio now let's open up a new graph I'm going to add the table here and we want to our parameter we want to do EQ error may just be easier to go down to math down here lambda AFR EQ ratio error and then we can go ahead and real able this for speed density and we'll add two decimals on there for a little more resolution cells hit we want to start with five I like to do five initially then as I get a little bit deeper into it I'll do ten that just means that each cell needs to be hit at least five times before it starts averaging out your data in there okay so now we won't need to do our column and our row axis if we switch back over will see that our columns are engine speeds if you click on it a box pops up that allows you to do a ctrl a ctrl C to copy all of these values we're going to paste those over into the scanner now so we want to do rpm so if we type in rpm here we get engine rpm SAE if it prompts us will say yes sounds good tell us what to use the generic sensor and then on values hit ctrl V to paste or you can right click now for our row same ordeal we want to come over here it is our pressure ratio but we want to copy this we can right click select all and then right click copy or you can do the ctrl a ctrl C here on our parameter we want to use our math parameter that we just created so come down to the bottom you'll have user-defined you expand those out oops oh well I accidentally select a pressure ratio but I'll show you what I'm talking about if you expand out the user-defined you will find that I have EQ ratio error that's something for that I use for math tuning now I have pressure ratio pressure ratio same ordeal let's paste in the values there we go we should have a new speed density table we can save that in case we ever need to load it back up we'll car speed ends actually I meant to save that as selected graph speed density dot table and we're done there we should be good but now we need to come back over and load in our adjusted tune to do that make sure the key is on we're going to write vehicle do not write the transmission we don't need to at this point time let's go ahead and ride it now as you're tuning and logging you need a log either your injector duty cycle or injector pulse width if you have a port oh I'm still connected on the scanner I'm sure you're disconnecting and then try to write if you have port injection which is the older-style the gin for and before you need to log your duty cycle your duty cycle will go up to a hundred percent whenever you hit a hundred percent you have ran out of fuel you need bigger injectors auxilary fueling meth injection etc on the direct injection engines the the gin fives and stuff like that you need to do pulse width and pulse width if you exceed five and 1/2 milliseconds you have ran out of the window in which to inject generally your high pressure injectors like that are gonna be injecting full bore but they have a window based on the cam that allows you to inject while the valves are closed on an intake stroke there's a lot of math that goes behind that just know that on a stock cam on most vehicles if you are exceeding five and five and a half you are exceeding your window so we should be able to go ahead and fire up now and I'll connect up and I'll show you what I'm talking about this is a direct-injected engine so I'm logging my pulse width right here we're at one and a half that sounds like a lot figuring the five and a half's bad but that's not much trust me I had to add meth in Jackson but as you can see we're running pretty lean right now eleven and a half percent almost twelve percent so that means I need to rich in this up and I'll show you how I'm going to do that I'm going to go ahead and we can disconnect here jump back over to our editor and open our ve table and since I want to be tuning something that is rich I'm going to select the whole table and I'm going to add twelve percent fuel now you may be asking why are you running so rich Arleen I should say whenever you just are you're lowering the boost well that's because I didn't tune this area of the math properly last time that's on me so add one point one two multiplied by that that will bump everything twelve percent let's go ahead and copy it calculate our coefficients that changes it over you won't have a calculate coefficients if you're running in the pre-2008 engines you'll just have these maps and then on this one we want to paste over our new values and copy the coefficients so we've got a new fuel map in there that hopefully will make a little bit rich so let's go ahead and save it as step two alright got step two in there I'm overriding but let's turn the vehicle off and let's load this one in and see if that fixes our fueling okay let's fire up the car we're already looking better so let's connect up and start logging especially we want to make sure as I said our vehicle temps up to speed we're good we're running a little bit rich now that's where we want to be so let's go out and log as I said whenever you log you want to make smooth transitions you don't want any abrupt rata changes you know you you want to try and hit as many of these cells as possible the more of you the more that you fill out on these the better off you're gonna be for adjusting your tune if you need to you can hold gears put it down in the second third you know run the RPMs up things like that to get into new cell ranges but we just want to get as much as this filled out as possible now as I said there's going to be areas on this map that you are not going to be able to hit there's just nothing you can do about that so don't stress out trying do what you can do make gradual changes and I'm gonna shut up and probably fast-forward through this because you don't want to see me drive around for ten minutes [Music] [Music] [Applause] [Music] [Applause] [Music] [Applause] [Music] [Applause] [Music] [Applause] [Music] [Music] okay got some decent data on here not as much as I normally get but for the sake of time this will do for now let's go ahead and stop logging I want to select our whole table here and copy it we in turn a vehicle off for now let's switch back over to the editor open up your ve table select all and as I said we're going to right click do paste special x half now we can see all of the cells we hit see I didn't hit a whole lot but this is a good range to start in as we get more into the higher rpms and stuff like that we'll move out here into the boost but for now let's just get our drivability kind of sorted out here so if we have some big gaps in the area like that we can come in here and select across I like to interpolate them and you can use the smoothing functions in here to kind of get an idea of what they should be same ordeal coming down from these cells that we're not going to hit we can go ahead and smooth in between the vertical bounds on those and try and keep our map a little bit more uniform so higher areas will come in here and fill in a couple of these gaps same thing will interpolate in between to get good values in there should keep things looking pretty good and we're just going to do this to all this I'll probably fast-forward through a little bit of this so you don't have to sit through the whole thing but you get the general idea whenever we get done we will copy this over to the other table and load it in and continue our tuning from there okay that's about all I want to do as far as this the interpolate and goes on this one so let's go ahead and select the whole thing copy it and then we'll calculate if you have to do the calculation same ordeal if you have to paste it over paste it over and calculate so we're going to save this as the next step that was step two let's go ahead and save as step three and we will load this one in once again do not need to load the TCM don't bother about that write it in okay fire her up flip back over there scanner get connected back up we should be a little bit closer to Stoick in fact we're looking really close right now and this is where we've rinse and repeat you're gonna be doing this a lot so once again I'm going to fast forward through this next section we'll get some more cells logged and then we will do the wrap-up [Music] [Music] [Applause] [Music] [Music] [Applause] [Music] [Applause] [Music] [Music] okay I got a couple more wide-open poles on this log it might be a little bit better so let's go ahead and stop our scanner here we can disconnect and less copy all copy art our table over let's jump back in and look at it whenever we apply it to our our VE table you can see this is just the same thing over and over again we will right-click and paste special x 1/2 and you can see I got some a wide-open throttle pull in there but that's not really enough data to go off of as far as making adjustments we can down here a little bit we can smooth some of this out interpolate it same ordeal here interpolate this we're looking a lot better though we're getting smaller changes it's incremental this whole thing you got to remember takes time small increments that's how you stay safe and we'll just kind of apply these here smooth all this out make it look good again okay it's good enough for now let's go ahead and copy that one calculate it and then we'll paste it to the other one and calculate it and once again we're going to load it in we're going to go out we're going to keep on logging we're going to do this multiple times and tell those things fall within 1% plus or minus then we can go ahead and switch back now I'm gonna walk through switching back real quick and the nice thing about it is is that we can go in here and open up our compare file and let's go ahead and save this one as our next step step four and I'll show you how to restore our settings once we're done has said this will be at the very end after you do a lot more of these logs but we're gonna you let's do open our compare file we'll do our as found and then we'll look at here and we'll say okay engine fuel cutoff DSC oh we want to switch this back so it was 980 and 875 so we'll come in here and put in 988 75 consider that one good then we'll go down do the same thing temperature control we want to enable that engine fuel oxygen sensors Oh to readiness we'll take the negative off of there to make it positive again and then engine diag air flow mask frequency if we come into here this is how we put our math back in we were mine was at 15999 and 850 yours might be different and then last but not least we could put the spark back in but we're going to have a timing video coming up here soon so we'll leave that out for now and then we'll save that as our speed density tune final even though technically you will have done this another 10 times 15 times however many times it takes to get it and then we'll load it in but for now let's jump back into the garage and we'll wrap things up so that speed density kind of a nutshell I mean you're probably going to have some questions so hint up the comments down there let me know what I can do to help what I can do to make things clearer you guys have been great on the feedback so far and in fact because of your feedback I am going to be re-releasing a new math tuning video that clarifies some things up the production value a little bit and make it just all-around more understandable for you guys out there they're using these resources to learn how to tune so if you're looking for that video right now and it's not showing up give it a couple days there will be a new video coming out that goes a little bit more in depth on the math to mean side to help streamline the process and make it easy as possible coming up after that we're gonna be looking at timing doing the timing after we get all of our feeling dialed in we will get our spark dialed in and then we will talk about torque if you were on a Gen 5 motor and how torque tuning works what you need to know to make the most power this is very critical there's not a lot of information out there so you'll definitely want to hit that subscribe button because I'm gonna break down how you can make sure you are getting the most power out of your Gen 5 motor a lot of you aren't I promise you and a lot of the tuners out there that might be tuned and don't know how to make the most power on these torque motors yet so I'm going to show you the trick the tips and tricks on how to figure out if you're limiting yourself based off the torque models then we might even delve into the transmission that's not my strong suit but I can give you a couple tips on how to make things shift a little bit quicker a little bit better and you know how torque management works with all that but once again I want to thank you for stopping by I know this was a long when thanks for sticking it out hit that thumbs up man I really appreciate everybody that does hit those comments down there if you've got any questions I'll get back to you our promise and as always subscribe there's more content coming out we've got some other projects that we're going to be hit up here in the next couple weeks you won't want to miss out and I'm always open if you've got an idea on something that you'd like to see hit those comments up and let me know what it is I mean IFIF it's within my means to do it I will do it if not I will try my best we'll find out but as always I want to thank you for stopping by the garage [Music]

Channel: Goat Rope Garage

Views: 60,137

Rating: 4.9502902 out of 5

Keywords: Speed Density, HPTuners, Volumetric, Efficiency, EFI, Live, GM, Chevy, LT1, LT4, Tuning, Tune, L86, L83, LSX, HP Tuners, speed density vs maf, speed density tuning, speed density hp tuners, dynamic airflow hp tuners, hp tuners tutorial, hp tuners torque management, hp tuners 101, hp tuners, goat rope garage, speed density, how to tune, hp tuners guide, hptuners tutorial, pressure ratio, goat rope, sd tuning, hp tuner, how to use hp tuners, ve tuning, how to tune a car

Id: rmzpQBnTJ9w

Length: 39min 0sec (2340 seconds)

Published: Sat Apr 13 2019