1. in the 97-99 would it be correct to copy every other row from the primary VE to the secondary VE e.g. rows 20 30 40 50...?
2. when exactly does the car use the secondary table? Meaning is it just when you are at WOT?
1. in the 97-99 would it be correct to copy every other row from the primary VE to the secondary VE e.g. rows 20 30 40 50...?
2. when exactly does the car use the secondary table? Meaning is it just when you are at WOT?
2007 Trailblazer SS
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1. Correct
2. When in S.D. or M.A.F. Failed
thought secondary table has less resolution.
CorrectOriginally Posted by Dragman
It's only on the MAP axis. the RPM resolution is still the same
Jaime
It's easier to use the "copy with labels" part and just highlight the entire secondary table and paste. It'll put the info in the right column and row that way. Saves mucho time when working on SD tuning.
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Man that's good to know! I've been doing one row at a time....
OP, I'm tuning my VE tables in SD mode in my 98 Vortec truck right now. I read every how to and stick about how to do it I can find. They all seem to be about tuning a LS1 or the 60* V6 which have different pcms. What (if at all) did you read so you or sure you're doing it right?
Also, I noticed that on the newer ls1 style (0411) PCMs the ve values are in %. On the black box there in Hz I guess. Should I be Multiplying by % (%half), adding or subtracting?
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Could you clarify this? I thought if I set the steady state MAP and TPS deltas to zero, this would lock the tune in speed density, and it would work off the primary VE table. You're saying it would work off the secondary VE table in this case?
Also, if MAF fails it goes to secondary VE. But as long as there is not a MAf error code, it works off the primary VE?
Right click and multiply by % or half % will add or subtract the % of afr error you logged when you paste it. A negitive error value will subtract and a positive error will add, all by it self.
Wow, that's an awesome tip. I never knew it did that.
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My understanding is that the primary ve is only used with the maf in a hybrid state. I always upgrade the os to a 2001 + model year as the resolution of the os and the extra tables is worth the upgrade and that gets rid of the secondary ve table.
You could also update the 99-00 to the 1 bar SD custom OS (if keeping car in SD) and get the benifits of the low octane timing table, elimination of the secondary VE table, Alpha-N based VE multiplier, and most important Real Time Tuning.
Some OS's also have a 1 Bar MAF Enhanced that gives you the RTT on a standard MAF based set-up.
Good stuff.
The copy w/lables then paste function is handy. I discoverd that about a month ago, myself and def is a time saver. Makes you wonder what other good tools are in there that we have missed out on.
Jaime
If I use SD I run 2 bar enhanced to gain the use of a real ve table and get rid of gmve. Just enter your stock map specs and then it's calibrated to your 1 bar map and no need to change map sensors. Much more better to tune ve.
The 99-06 Gen III LS OS's aren't displayed as GMVE in HPTuners. They take the GMVE and convert it to a percentage. The 2Bar OS just uses the same units as the original ( and 1 Bar,3 Bar) and extends the MAP range.
Last edited by ElecTech; 09-24-2010 at 10:18 AM.
Jaime
Why then does the ve change by about 20% when going from one bar enhanced too two bar enhanced? Not saying your wrong, just thought I read a post of Chris's saying that the two bar uses real ve but the one bar does not. Maybe Bill or Chris can clear this up?
I'm new to the GM stuff, so could someone explain a couple points to me?
First, what's the difference between VE (like standalones) and GMVE?
Second, what's the deal with operating systems? Should a person upgrade certain ones to newer ones? Do you lose your current tune info by doing it? Does it cost credits? How do you do it? What are the true and necessary benefits of doing it?
Next, what is the point in having a secondary VE table, if it's just a mirror image of the primary table anyway, but with less resolution?
Finally, I understand that GM uses a blended MAP/MAF arrangement. I take it that at 4000 rpm (a calibratable number), GM uses MAF readings only, and below that, they use a blended model. But how blended? More MAP than MAF, or is this a calibratable percentage, or what?
One more thing... what is case learn? When do you need to do it, and what good/bad affects does it have?
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