Definitely the best video with good explanation than anybody else I seen on hp tuner.

Awesome video.. thank you..

Thanks

Do you think if you get a chance you could do a video on the virtual VE Gen IV with vvt?? I’ve watched all your videos Yours by far are the most technical and full of info. Been tuning for three years now just want to learn a little more thanks for all the other videos

@ChopperDoc181

3 жыл бұрын

I’ve been really trying to find some time to do some videos lately, and quite a few folks have asked me to do gen IV stuff. The problem is right now with my new position I’ve been leaving before the sun rise and I don’t get back home until 7 or 8 at night. It’s been rough. I think I have more than enough content to make some good gen IV tuning guides, but family time is important too. Trust me though, it’s on my list. It really all comes down to a polynomial formula based on zones. VVT adds another factor for every degree of change. I haven’t played with too many VVT tunes, since half the time we delete it, which ends up being the reason to tune the VVE in the first place. I can always experiment with it on my Cruze though lol. I can find a way to make a video that way. Just wish I didn’t work 12-14 hours a day right now, if I include my commute.

@DanMcD80

2 жыл бұрын

Not to promote another channel on here but goatrope garage has some gen4&5 coverage. I dont know if the content is as easy to follows as DOC's is on the gen3....

Does the pcm use maf data when calculating dynamic airflow when its not being used? As in, if you have the maf failed and removed using a open loop speed density tune, does the tunes maf data still affect the way the pcm does airflow calculations?

@ChopperDoc181

11 ай бұрын

No, it should not. However sometimes software softwares and errors are possible as always. From experiments, when one model is used as the sole source for airflow estimation, then the other model does not get calculated into dynamic. That said, sometimes on Gen III cars not unplugging the MAF on SD tunes can occasionally skew the data because of the PCM is a computer and computers aren’t always perfect. Sometimes they glitch out and read a line of code that shouldn’t be active. That’s why it’s often recommended to unplug the MAF completely when tuning the VE. Don’t do that on Gen IV or V though unless you have separated the IAT.

It's really necessary to set a MAF Baseline before tunning the MAF? Or it's just a way to be close of the final MAF tuning when it's unable?

@ChopperDoc181

3 жыл бұрын

No, not really required. But it’s a quick and easy thing to do if you are wrapping up speed density/VE tuning to get the MAF in the ballpark. It’s actually quite accurate if the VE is spot on. You can log this and adjust the MAF table while tuning for VE. All you need to log is MAF freq and you can ball park it before actually tuning it.

When you use the dynamic airflow data from SD to ballpark the MAF, how does the software know you want to reference the dynamic airflow data from SD and not the MAF?

@ChopperDoc181

2 жыл бұрын

Because when you are plotting it, the MAF sensor is still failed in the tune, so this number will come from your VE table. When the MAF is still plugged in you can still log the voltage without it being used as your airmass model. So that’s why this works as a quick ballpark estimate.

@QuigzDrifts

2 жыл бұрын

@@ChopperDoc181 That's what I suspected but wasn't sure. Thank you

Chopper What do you know of using a MAF in HP Tuners 2 and 3 Bar speed density operating systems? I know in the old days it was regarded that you simply could not use a MAF in those operating systems. It seems that's not so much the case now. I want to try and run an LS3 card style MAF on my C5 which has the 3 bar OS and I'm running an LSA supercharger at 10PSI. If this will work the way some of the guys on HP tuners forums say it will I'll be using this video to create a MAF baseline from scratch. Hope you are doing well. Mr. Black on the forums.

@ChopperDoc181

2 жыл бұрын

I can’t say I’ve tried running MAF on high boost, but I know it’s been done. Ddnspider on tech has done it up to around 700 whp. The main issue is running out of frequency. You can scale as much as you want but frequency is frequency. That’s the max the sensor can support essentially. To map it, of course the method shown will work fine. Just make sure the actual SD tune is richened up accordingly, then dial that in first. Plotting dynamic from there on your MAF freqs should get you pretty damn close providing SD/VE is reliable and accurate. I don’t see why it wouldn’t work as long as you still have frequency left.

@PNW_Car_Mods

2 жыл бұрын

@@ChopperDoc181 Thanks for the reply Chopper. Car has been running a decent open loop tune for the last year or so. It's not perfect but it's not bad either. I figure the car will make around 550 to maybe 600 wheel on our best fuel here which is only 92 octane. We are just trying to ultimately refine the driving characteristics part throttle low speeds stop and go traffic. It may or may not help but would like to try just for the fun of it. I know the CTS-Vs and the ZL-1s have a MAF in them from the factory. One last question if I may. When they say running out of frequency I assume that is a load vs RPM thing in other words that would happen say in 4th gear at like 6500 RPMS? But the frequency would be lower with less RPMs and less load. I only ask that as I would never be doing WOT top speed runs in 4th gear on the street.

@ChopperDoc181

2 жыл бұрын

The frequency is the actual airflow. It means you are maxing the voltage out to cool the sensor. With bigger piping it can extend this maximum, but with boost you may run out at some point regardless. It just depends on how much air you are pushing through the sensor. If you are hitting this limit I wouldn’t go WOT, provided you are using MAF as your primary table. When it’s active it’s always primary especially at WOT. Check out ddnspiders guide on tech. I think he has a write up on the stickies that explains in more detail. So yes, it’s load. You may max out the physical load limit of the sensor. Later generations have much higher limits on the MAF with plenty of room for boost. The Gen III’s are relatively limited in comparison. For example, the only reason to scale a Gen IV in most cases is due to maxing the spark tables out, not necessarily running out of MAF table. Conversely, MAF is one of the first reasons for scaling a Gen III.

@PNW_Car_Mods

2 жыл бұрын

@@ChopperDoc181 Yessir I will look up his write up. I am gen 3 411 PCM so I know there is a 512g/s limit. The MAF will be in a 4 inch tube so hopefully that will help a little bit. Thanks for your help always.

if on an auto trans DO NOT forget to disable MAF codes in trans diag otherwise you will get stupid hard shifting due to max line pressure from failed maf!!!!

@ChopperDoc181

2 жыл бұрын

Yes very good point. I guess I forgot to mention that one.

@DanMcD80

2 жыл бұрын

@@ChopperDoc181 as old as this vid is its IMPRESSIVE you still replied! Kudos!! Good to know you also survived the sandbox!