Quote:
Originally Posted by radz28
There are way to use short term and long term fuel trims and calculate errors based off MAF airflow. It's a pretty complex set-up (to me) but it doesn't use WB input. It's all based from fuel trims.
I'm used both and think I'm a convert now. The argument for this configuration is there one is eliminating outside influence and other data in the information stream in the car using this method. That seems to make sense. This comes from an alleged (OEM calibrator).
When you do some digging, professional tuners have posted after WB-tuning they back-check the tune with these same trims and information, so it seems to have a good base of integrity. It's easier and more reliable because you can tune the MAF and the VVE at the same time. On some cars, getting the car into SD is tough because the car throws a MAF error and won't let you get into boost. I've run into this on cars. I've done both and end-up coming out with MAF/VVEs that are usually pretty dead-on each other.
It's up to you. Everyone's got their idea of what's right. I don't know which is, but I hear good comments about both. I've also had good luck with both, too. I'm certainly NO expert.
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You can work around the MAF error very easily, simply let the MAF fail via setting the freq limits very low, disable dynamic via rpm, disable O2 via negative value, and disable DFCO. Then when the car starts let it fail the MAF, go into HP tuners Fuel and disable Closed Loop mode... BAM high speed mode will be totally functional without any limitations