Ve table what is

But it is not that simple. So that would increase your VE Values in those areas alone. So the simple answer is that while your questions are very good, the answers are not that simple or intuitive. If you run enough logs using the formula it all becomes very clear. Hope that helps.. June 12th, 3.

Hi n8dogg, What mods do you have? June 12th, 4. Originally Posted by joecar. June 12th, 5. If the customer has a MAF and closed-loop.. VET does it all at once.. Airflow or VE efficiency may stay the same or slightly less at lower Rpms , and then slightly-moderately increase as you get near Rpms..

Basically it mimics what a dyno curve with headers looks like.. June 13th, 6. A range of dates and times are available. Forum Posts. Unresolved Threads.

Page 1. Last edited: February 2, at AM. BlackRex Stephen Dean. February 1, at PM. Thanks, BlackRex. Thanks a lot for the clarification. February 2, at AM. Simon Andre Simon. February 4, at AM. Close Member Sign in Please enter your details below to sign into your account. Register here I've lost my password. MAF stops reading airflow while the manifold builds vacuum, would result in a lean condition. The net result is an airmass value that the PCM actually uses for the fueling and spark calculations.

If you disconnect the MAF you basically bypass all this predicitive filtering and essentially the PCM uses the airmass value that the VE table calculates at all times. You can think of this as being in transient mode all the time. I like to think in analogies so here's something that may make it a little clearer.

You can think of this whole thing like a sponge when washing your car. Hold the dry sponge in your hand over your car and turn the hose on it.

For a while there you see a constant rate of water going onto the sponge from the hose but nothing is coming off the sponge onto your car the sponge is absorbing it. After a while as the sponge saturates you will see the same amount of water running off the sponge as you are applying with the hose.

Now think of the MAF as a flowmeter on the end of the hose, and the engine cylinders as receiving the water coming off the sponge. In this dry sponge example the flowmeter MAF doesn't accurately reflect the amount of water running off the sponge until it saturates reaches steady state , and depending on the size of the sponge it may read high for quite some time. Now imagine you turned off the hose, for a while there water still flows off the sponge as it slowly dries out.

But now the flowmeter MAF is reading zero cos you turned the hose off completely but your eyes can plainly see that water is still running off the sponge. This is exctly what happens to the MAF when you have a positive or negative throttle transient, only the sponge is now your intake manifold. In our sponge case it might weigh the sponge to seehow much water is on it at the current time and look up a table that is outflow vs. The point here is it measures a bunch of other things and does a calculation to guess the answer.

So you can see that while things are at steady state or close to it the flowmeter gives a very accurate indication of the water running off the sponge onto the car. But as soon as you get into a transient condition it can be wildly inaccurate. So why bother with the flowmeter at all? Good question. The carmaker can be assured that for the majority of cases across wide operating conditions and applications the engine is performing to the standards required.