mine sees PE at about 35% tps (78kpa) and BE at 43% tps so works out well and it dosnt have to be full enrichment can ramp it in, adding some fuel adds torque so if u have it come in a little more in the mid load u can gain some torque, map is slower then a tps enable as tps is the first to move above all other settings which can be good for PD instant boost, think i brought in map once as i found i went into PE to early so i just lifted it up a little but i dont like the map alone as the main trigger, each to there own tho my way works for me u can keep doing it your way if it works for u, my initial comment was just trying to help people find more torque by setting it a little lower then 100kpa
PE enable settings are always setup dependent. You stick a PDS blower on a LS3 or L76 decent compression engine you want PE on under loads above 75-80kpa. Otherwise you'd just run stoich all the time when it was NA... not the case.
The lower compression LSA and LS9 engines can tolerate stoich ratios at a higher load due to the lower compression. 120kpa on a 9:1 motor is still probably less cylinder pressure than a NA 11:1 LS3 at 98-100kpa. It's all heat control, enrichment is for pulling heat out of the chamber.
I take it a step further based on what the customers driving style is and will enrich even sooner if they are hard on stuff. This is also where the AFR spark correction comes into play. You can keep the PE delayed to 100+kpa but the leaner mixture will not tolerate as much timing as it will enriched. So in those instances you can add the spark advance back into the AFR spark correction table so timing whether it be knock limited or at MBT can be achieved under all scenarios. The fuzzy part about delaying though is you get that torque surge when PE kicks in because not only is it enriching fuel at heavy load which will make more power generally it'll also be getting a 3-4+deg bump in timing.
For smoothest operation enriching early dampens down that torque increase and will give a much more pleasant feel on the street.
James Short - [email protected]
Located in Central Kentucky
ShorTuning
2020 Camaro 2SS | BTR 230 | GPI CNC Heads | MSD Intake | Rotofab | 2" LT's | Flex Fuel | 638rwhp / 540rwtq
2002 Camaro | LSX 427 | CID LS7's | Twin GT5088's | Haltech Nexus R5 | RPM TH400
To answer OP question you need to calibrate both MAF and VVE separately or together with it only in MAF mode. You can't calibrate two airflow models when they are blended. How do you know where the airflow source is coming from in a blended state?
The VVE needs work as that is not what the table will look like once calibrated.
James Short - [email protected]
Located in Central Kentucky
ShorTuning
2020 Camaro 2SS | BTR 230 | GPI CNC Heads | MSD Intake | Rotofab | 2" LT's | Flex Fuel | 638rwhp / 540rwtq
2002 Camaro | LSX 427 | CID LS7's | Twin GT5088's | Haltech Nexus R5 | RPM TH400
In the real world where people don't have nice eddy brake dyno's like me or you steady state doesn't exist street tuning. Get the SD model completely out of the way so it doesn't contaminate the data you are gathering. Pretty simple and literally two small RPM values to change to make it happen.
James Short - [email protected]
Located in Central Kentucky
ShorTuning
2020 Camaro 2SS | BTR 230 | GPI CNC Heads | MSD Intake | Rotofab | 2" LT's | Flex Fuel | 638rwhp / 540rwtq
2002 Camaro | LSX 427 | CID LS7's | Twin GT5088's | Haltech Nexus R5 | RPM TH400
In the real world, the VE is the last thing that's going to cause issues with replicating steady state. After all, as you know, the air mass calculation is a filtered value. So it can't respond too quickly. It is the actual (real world) dynamics that cause the vast majority of the issues...transient fuel being the biggest violator here. Barring those actual complications, a set of decent filters in the scanner is plenty to filter out transient behavior. You're right, most people don't have dynos...and they also don't want to spend 6 months trying to dial in their fueling. This is simply a procedure for the layman to use to both speed up the calibration process and actually provide a safety net when one model has a lot of error.