Please look at VE table changes

[core-rider]

I'm trying to get more confident in my tuning abilities, namely the VE table. Could a few of you look over these 2 tables and see if there's anything I should be concerned with. I had some holes in the table I'm trying to get rid of as well as just smooth everything out.

1.2.20 is the current running tune, and 1.2.20_VEtable is the changes I've made, but haven't loaded it yet before I have more confidence it's not too bad off.

I'm going to post them on Stinger's forum as well for all the info I can get.

 

[Raymond_B]

I will have a look when I get a chance, but my strategy is not really to worry about the numbers (within reason) as much as if the vehicle is responding well. Have you loaded up a datalog in Megalogviewer and used VE Analyze?

 

[core-rider]

Not for most of these areas… it’s mainly driving areas I’m looking at with some minor changes in higher boost/rpm ranges. It’s just difficult to hit some areas while driving and using AutoTune, so I looked at it as an opportunity to actually tune and see if I can make it work.

Overall I don’t really have any issues, just trying to optimize and learn at the same time.


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[FMOS Racing]

Can you do some screen shots of the tables?

I also have a spreadsheet that I use to compare two tables that produces a "heat map" of the changes and differences so I can look for anything unusual pretty quickly. I'll attach it when I get the chance.

 

[Raymond_B]

Not for most of these areas… it’s mainly driving areas I’m looking at with some minor changes in higher boost/rpm ranges. It’s just difficult to hit some areas while driving and using AutoTune, so I looked at it as an opportunity to actually tune and see if I can make it work.

Overall I don’t really have any issues, just trying to optimize and learn at the same time.


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Autotune and VE Analyze compliment each other, they are not exclusive. The way I look at it is Autotune is running in the background, think short term fuel trim if you apply it's changes. For areas out of Autotune's range (like WOT) VE Analyze is exactly that, data analysis (within the parameters set, default is fine to start) of what AFR your Megasquirt is commanding and what the O2 sensor is showing. TLDR, use it

 

[core-rider]

Can you do some screen shots of the tables?

I also have a spreadsheet that I use to compare two tables that produces a "heat map" of the changes and differences so I can look for anything unusual pretty quickly. I'll attach it when I get the chance.

 

[FMOS Racing]

What's your commanded AFR setting at <100, 100, >100 kPa? To me, the transition through 100 on the new table looks like it could be a bit lean, but that could have to do with your AFRs.

 

[core-rider]

What's your commanded AFR setting at <100, 100, >100 kPa? To me, the transition through 100 on the new table looks like it could be a bit lean, but that could have to do with your AFRs.

 

[FMOS Racing]

I'd recommend redoing the load column on that table. In my opinion, you're lean until you're well into boost. Well, unless you're contemplating running 30 psi....

If you're hand-tuning your VE table based on the AFRs you're seeing, it doesn't really matter. If you're using Autotone or VE Analyze, it's definitely an issue.

 

[core-rider]

I'd recommend redoing the load column on that table. In my opinion, you're lean until you're well into boost. Well, unless you're contemplating running 30 psi....

If you're hand-tuning your VE table based on the AFRs you're seeing, it doesn't really matter. If you're using Autotone or VE Analyze, it's definitely an issue.

It’s just the default column… I’ve never changed it, but no plans to see anywhere close to that boost!

I was actually just tuning the VE table based on the numbers around one another. On the original table you can see some fields a good bit below others right beside them. I was just trying to smooth those out, then I’ll see how the AFR reacts to those changes. I believe they are just areas not getting hit much or at all while using AutoTune or VE Analyze.

What does your AFR table look like? This table was built by remote tuner and I only got 1-2 driving sessions with him. There are times I believe it’s a bit lean, but was thinking that’s more to do with these fields in the VE table I’m trying to smooth out.


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[FlatOut]

Jeff may have a better suggestion but for simplicity id probably just take the boost column and make the 140 value a 120, the 190 value a 140, 220 value 160, etc, leaving the AFR values the same. I don't know what boost you run but 140KPA is 6psi so you are probably in that zone a good amount.

 

[FMOS Racing]

Looking at the table, I think Travis has a solid suggestion.

That default table is aimed at a combo that is transitioning through the zone below ~10 psi pretty quickly, so the 0-10 psi range is a bit lean for my taste, especially given an iron-headed combo.

Due to the manifold, our trucks have a pronounced torque peak between 3000 and 3500 RPMs, and peak torque is peak VE. I'd be cautious pulling fuel in that range, especially since you're turboed and that will also be coming to life in a big way in that RPM range. I've fiddled around with reducing fueling there because the numbers seem out of line with the neighboring cells. VE Analyze will put it right back in.

I think you have my tune for the white truck, which will have my AFR table (and VE tables) in it to compare. The VE tables will be a little different due to the cam, but it should still give you a rough idea of the VE hump.

 

[core-rider]

Compared your tune and mine and made a few changes to EGO Authority and AFR Tables… also found some tweaks that made sense with MAT timing retard and WUE tables.

I didn’t even retard till 230 degrees! So yeah it was a good idea to compare tunes and really get into it. I didn’t mess with my VE table anymore than what I already had. The changes to AFR should be much safer now. Once the weather warms a bit I’ll drive around on this while logging and see what VE Analyze says.

Thanks again for your help!


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[FMOS Racing]

I just looked at the white truck tune and noticed it actually has two humps, one for where the torque converter stalls (~2300), then it dips and rises back up at torque peak (~3500).

 

[FlatOut]

If your running the stock IAT location you need to be careful with the timing retard because at idle and low loads it gets hot and can cause problems.

 

[core-rider]

If your running the stock IAT location you need to be careful with the timing retard because at idle and low loads it gets hot and can cause problems.

I am using the factory location, but my table seemed WAY high... left is was mine, right is Jamie's. Only time I even see 160 MAT is during hot summer days idling for awhile or hot start after maybe filling up with gas. His numbers look safe to start with, and go from there. My timing retard numbers are slightly different, but the temps are the same as Jamie's now.