FAST motorsports in Albany, NY (Attn: All LS vehicles)

[1evilzr1]

@edubs

I completely understand where you’re coming from, but I’m pretty sure the “new tuner” was the one that brought up the load-bearing dyno in the first place as something he would like and is looking for.

Other people have valid points as well, about how Howard really isn’t interested in the small projects anymore as he has all this big-business stuff going on now.

I think everyone is a little-bit on the same page here.

What both Brandon and Howard understand is that dyno tuning is wonderful when you have that load, but nothing can simulate the airflow that creates the final cell readings while driving the car on the open road. Dialing in those cells on the dyno will get them damn close, but having it out on the street and logging the cells with that airflow is where you get it perfect…

The A, B, C comment is the truest thus far…

Tuning only on a dyno will produce a tune perfect on the dyno.
Tuning only on the street will produce a tune perfect for the street.
Tuning using the dyno and then the street nets the best overall tune.

Dialing in the MAF and VE have nothing to do with road airflow OR road load. That’s what all the adder and correction tables are for. GM doesn’t even use an engine to calibrate the MAF table. The VE is also done on an engine dyno that uses a AC motor to turn the engine through various loads and rpm to determine the dynamic airflow through the engine. Its a complete bunch of shit of road vs. dyno unless you know how the PCM is actually looking at this info.

Better left this conversation to the guys that actually tune these cars and know what the hell is going on inside.

I can tell you the GM PCM is a lot more involved then the aftermarket and import stuff. Not trying to discredit anyone but when I guy like Howard gets access out to the Milford calibrations lab in Detriot…I think he knows what is going on.