I know some people leave driver demand stock and they somehow make everything work when you do airflow mods to increase power.
I am trying to start over from scratch on a stock tune, and use stock torque tables along with as many stock parameters I can, and try to make a whole one from the ground up. I have increased driver demand tables around the 85-100% range around 25%. This apparently isn't enough since my "Throttle Desired Area" and "Throttle Desired Area Final" (I am assuming final is basically the same thing just with limiters already calculated in so it gives you the actual value going to the throttle blade?) is only going to 60.7% and 60.1%. So therefore my throttle blade is only getting to about 70% and timing is really choppy and rough (even though the immediate torque source is none), so basically it feels like my car has about half of the power as it does on my known working tune (that desires over 300% of desired throttle area).
So if anyone can help on these questions:
It looks like I will need to increase driver demand at high accelerator position again to try to get throttle desired area up and therefore actual throttle blade up, is there a point to optimizing it to keep going up and up right until I get my throttle to open 100% of the time?
Is there a analytical approach (histogram? use difference in stock and modified VVE or MAF?) to remodeling driver demand when you add mods? Or is doing it like this and guessing and checking the only way? Or does it not even matter since everyone just cranks up driver demand to some really high value and doesn't care if desired area is over 100%?
And these are the big mystery's of the GEN V:
My assumption is that PCM looks at driver demand and current accelerator position, then finds desired torque, uses some unknown table (we don't have access to) to convert a desired torque into desired throttle area, then uses another unknown table (we don't have access to) to convert desired area into throttle blade opening percentage?
During these calculations described above this is an "axel" torque source and also during this the PCM will never use any immediate torque control only predicted and only the throttle blade?
OR
Does the virtual torque tables step in and offer this translation from desired torque in driver demand to some airmass then some unknown table (we don't have access to) converts this airmass into a throttle blade percentage? (I know this last table has to exist since I know the relationship between throttle blade percentage and airmass is not linear)
There is just so many "Chicken or the egg comes first" type of scenarios going on here, so when does the airflow/airmass (VVE and MAF curve) come into play here, or is it independent?