Originally Posted by
cobaltssoverbooster
did i understand that you tuned the maf, then tuned the ve, then re-enabled the dynamic switch over?
if that is how you did that then you need to disable the maf, and turn dynamic off. Completely tune the ve all the way through pe and then reactivate your maf and dynamic blend.
At this point it will run bad for a bit but you would now fix that by tuning your maf in.
The reason it runs bad when you tune maf first is because the base screws with the maf offset. the base is used as a maf compare table. Therefore the base is tuned first so it is correct and then the maf is tuned to match the base. If the maf fails and deviates from the base while driving the ecu will throw a maf signal code to then notify of the issue.
Your skills in setting up calibration devices and setting the stoich value and pe offset to match those devices is going to help smooth this issue out.
as with always, the injector settings in the lsj can make or break your dynamic transition since you dont get any o2 sensor calibration fields or transient condition modifiers to non-pe fueling
The ve fuel trims is your slow responder off the o2 sensor. the maf sensor is the fastest density calculating sensor on the vehicle.
and i quote from a prior post in 2009, (data is congruent to many articles on electrical engineering in the field of aerodynamics and automotive airflow)
"MAF systems are much more flexible in their ability to compensate for engine changes since they actually measure airflow instead of computing it based on preprogrammed assumptions. They are self-compensating for most reasonable upgrades, as well as extremely accurate under low-speed, part-throttle operation. On the other hand, the MAF meter, mounted as it is ahead of the throttle-body, can become an airflow restriction on high-horsepower engines. On nonstock engine retrofits or EFI conversions on engines never produced with fuel injection, it may be hard to package an MAF meter within the confines of the engine bay and available intake manifolding.
Which Is Best?
In a perfect world, virtually all street-performance engines would use Mass Air, due to its superior accuracy and greater tolerance for engine changes. In the past there was a problem on high-horsepower engines because larger-capacity MAF sensors were scarce and prohibitively expensive. Nowadays, oversize MAF sensors are available from Pro-M, Granatelli Racing, and other sources that are compatible with Ford engines and computers. Custom MAF calibration keyed to the specific vehicle, engine, and injector size is also available. With a correctly calibrated oversize meter, reflashing the computer usually isn't required".