Tuning Methodology

[Sherman]

What is your method? I am just curious to see how everyone else does their tuning.

Thanks
Sherman

Edit: 2005 Pontiac GTO 6 speed manual LS2 with Kooks 1 7/8 headers.

[Sherman]

This is a tuning forum isn't it?
Nobody is willing to discuss their tuning methods?

[DSteck]

That's a pretty general question. What kind of answer are you expecting?

Tuning varies depending on what is done to the car.

[Sherman]

That's a pretty general question. What kind of answer are you expecting?

Tuning varies depending on what is done to the car.

I was looking for a general answer.

Example:
2005 GTO LS2
Torque Management
Injector Flow Rate if necessary
Calibrate the MAF
Calibrate the VE Table
Calibrate PE
Tune Transmission

Thats what I am looking

[edcmat-l1]

I was looking for a general answer.

Example:
2005 GTO LS2
Torque Management
Injector Flow Rate if necessary
Calibrate the MAF
Calibrate the VE Table
Calibrate PE
Tune Transmission

Thats what I am looking

Yes, if applicable

[DSteck]

Yes, if applicable

Hahaha. Exactly.

[Sherman]

Thanks anyways. I am still new to all this and was trying to get an idea of the proper way of tuning by gathering everyones methods. Hard to get help these days.


Sherman

[DSteck]

Just read the forum. There's tons of information available... people just don't like repeating it.

[Sherman]

Thanks
I will read more.

Sherm

[DrLoch]

Pick something you want to work on and do a search, chances are someone has already been there and done that and is willing to share the information.
I've just started with my project and I've been able to find information using the search function.

[SargeZ06]

Try here.

Tuning info...

[detroit]

It starts with good data about the fuel injectors that are on the car.
then its all with a VE table that truly represents the air flow...I was tired of reading too, but I kept at it and eventually I got into the process.

After you get the VE good, you'll have to decide to tune the MAF or tune your car in Speed Density w/o using the MAF.

I am no expert but feel I will learn buy trying to help others and when I get it wrong (hopefully) some one will correct me.
good luck, keep reading, find a mentor local who might be able to help.

[decipha]

with the low volume of folks enthused to reply i figured i'd shoot off the basics of tuning a ford, probably isn't of any interest to you but covers tuning in general


put the actual mass air flow transfer in
put the actual injector values in
adjust your fuel tables to demand the afr you want where you want it
typically you would setup the fuel table so you demand stoich at idle and cruise up to about half throttle, then you would ramp the fuel richer until you hit WOT at 0 vac typically you'd put an engine at 12.5-12.9, then you would enrich from there for boost at 3lbs of boost i typically demand 11.9 up to 10lbs, from 10lbs on i demand 11.5
you would setup the spark table in a similar fashion, typically on a sbf you'd demand 42 at cruise, 40 during acceleration, 36 at hard accel, 30 at WOT or -0 vac, 26 degrees at 3lbs, 24 @ 8lbs, 22 @15lbs 19@18lbs, etc.. many factors vary timing but to give you an idea
adjust the engine size if its changed so the load doesn't get skewed
adjust the maf min and max clips
set the load switch so absolute load controls fuel
force open loop temporarily
disable anything thats been removed usually emissions stuff like egr and what not
set your load at which you go open loop
change the adaptive update table to all positive values
adjust the injector timing for the camshaft
set the aircharge multiplier to max

then you fire her up and adjust the injector settings to get your actual AFR to match your demanded lambse, for more experienced folks like myself it only takes 10 minutes or so and fuel is done, then you make a few full WOT pulls playing with spark until you find MBT, you put the MBT spark values in the MBT spark table so the ecu knows where max tq is

after you get your tune situated, you then enable closed loop and let the narrowband o2's bring your fuel where it needs to be, you can then bias the hego's lean at cruise so your average AFR while cruising is in the high 15s if the engine can tolerate it, play with the injector timing until you find the point where you consume less fuel witnessed by lower pulsewidths and fuel trims being reduced

you then adjust the daspot and set the idle air to get your desired idle rpm

once the tune is dialed you need to dial in the alpha-n table
the ford ecu's use alpha-n when the maf fails, alpha-n means it uses the throttle position and the rpm to dictate fuel and spark demands, this is only when the maf fails, but its checked against constantly looking for any discrepancy during normal operation. once you got the alpha-n table dialed in its time to test

take her for a cruise and lug the engine at low rpm and high load, check your fuel trims to see how far off your fueling is, if everything is in order, disconnect the maf sensor and beat on the car again, should drive the exact same if you tuned the alpha-n correctly

get back to the shop pull the plugs and see how the tune is really doing

thats about it for the fords its pretty basic and simple

[Red Racer]

It starts with good data about the fuel injectors that are on the car.
then its all with a VE table that truly represents the air flow...I was tired of reading too, but I kept at it and eventually I got into the process.

After you get the VE good, you'll have to decide to tune the MAF or tune your car in Speed Density w/o using the MAF.

I am no expert but feel I will learn buy trying to help others and when I get it wrong (hopefully) some one will correct me.
good luck, keep reading, find a mentor local who might be able to help.

Detroit, you aren't located by chance in the Detroit area, are you? Is your mentor in the area too? I am basically at the same stage as you are - tuning my VE's, looking at MAF, now messing around with AFR and spark advance (since our pumps seem to spit out 10% Ethanol in the winter here in MI). Anyway, maybe we could compare notes sometime. I'm in the N burbs with a 3400 V6 if it makes a difference.

[passingpower]

Michigan is E-10 year 'round, Red. You won't need to adjust from season to season.

[Sherman]

Thanks for all the replies.
So far I have learned that having the Scanner and wide band O2 setup is absolutely critical.
Calibrate Injector flow rate if necessary.
Calibrate Maf
Calibrate VE
Calibrate Power Enrichment
Remove or add spark
Remove torque management

Once all this has been done, the car is tuned. Correct?
Thanks
Sherman

[BigDaddyCool]

Step1. Wideband: Make it a monster without blowing your engine up along the way!
Step2. Every car is different, work out what makes power then refine it.
Step3. Dont be a pussy, it's not meant to drive pretty, it's meant to be MEAN!
Step4. I thought I said dont be a pussy? Dont be afraid to try things.

Pretty much sums it up yeh?

[Sherman]

Step1. Wideband: Make it a monster without blowing your engine up along the way!

Got it! Have a NGK AFX.

Step2. Every car is different, work out what makes power then refine it.

Ok. How?

Step3. Dont be a pussy, it's not meant to drive pretty, it's meant to be MEAN!

I drive my car like a sports car, but I don't beat on it.

Step4. I thought I said dont be a pussy? Dont be afraid to try things.

Try things? Like what? I would rather be a pussy and have a running functioning car than be a dumb ass with a car that has a blown/fried engine.

Pretty much sums it up yeh?

Not even close. But thanks for trying.

[eficalibrator]

If searching through the forums (and sorting the good from bad info) isn't your thing, there are several options out there for formal training on exactly how to tackle the tuning process. Your options range from home-based training such as books or a DVD to live classes where you'll get both classroom and on-the-dyno instruction. It's up to you how in-depth you want the education to be. I offer an option at each level, up to and including the best in person instruction on the most complex GM tuning topics out there. Check my website in my sig or drop me a line if you have questions.

[JoeyJoeJoe]

Buy every book Greg sells, and read read read. Tons of great info. The DVD is also quite awesome, and a must if you want to use aftermarket injectors. I am really enjoying the second book, getting the why and not just the how makes a huge difference in your end results. Not to mention your confidence when you decide to try and change something.