I know I'm a mook for asking this... In megatune, when I open Fuel VE Table 1 to make cell adjustments, all the gauges freeze. So this means I can't see the new WB value until the Fuel VE Table is closed. How can I keep a realtime WB value visible while the Fuel VE Table window is open? Do you guys run MLV? Logworks? Or am I missing something within MT? Or do you close the VE table every time you make an adjustment? Thanks

Use the VE tuning under the Tuning menu, it'll show you AFR and allow you to modify your fuel table. I also used MLV mostly.

Ditto on the Tuning menu. The changes happen in real-time, so no more burning after each change, and you can quickly switch between cells and make changes.

I look at the AFR gauge on the dash?

The screen you are looking for is this:



You use use the keyboard to make up/down changes on the 3d map at the right, while viewing the gauges on the left.

no gotz. MT comprises my gauge set entirely.

To the other ssuggestions, thanks, however, if I go to tuning> VE Table 1, I can see an active map 3D, but no means to adjust cells. How can I do this? And do so without burning each time?

edit: thanks joe

Once you're in the VE Tuning window, the help file is fairly helpful. The basics:

Keystrokes
Arrows move the tuning point to a different vertex on the graph.

Shift-Up = increase the value at the tuning point on the graph.
Shift-Down = decrease the value at the tuning point.
Ctrl-Shift-Up = increase the value by a “lot” (5 internal units).
Ctrl-Shift-Down = reduce the value by a lot.
F = find and place the tuning point on the graph vertex nearest the spot.
G = Goto spot; behaves as a continuous “F” mode.
Z = zoom between a 2D and 3D display of the VE graph. 2D mode makes it much easier to see where the spot is with respect to the tuning point, but 3D mode allows you to easily see when you have vertices that are out of agreement with the rest of the table.

M and N = rotate the 3D view, display new “gridOrient” so you can past the values into your custom.ini file.
S = save current state (i.e., burn flash on the MS).
X = eXit from the tuning dialog.

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Yeah, funny thing how the help file can be helpful. Mental note: hit F1.

By the time I posted (and edited) above, I had discovered the help file and more clearly realized the pure absurdity of my original question.

Here's my excuse-
I've fallen in love with the supreme awesomeness of MLV and its tuning abilities. With the resultant admonishment of Autotune, I never opened the Tuning menu in MT. Then when I did, based on the above suggestions, I couldn't find the 2D VE map to which I've grown accustomed. I hit F1, read the help, and we're now better prepared and almost dyno-ready.

Thanks

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‘94, 2554, 10g, LC-1, 460cc, 10psi EBC, 2.125” exhaust (Enthuza 3" forthcoming).

Yeah, truthfully I never used the VE Table Tune screen myself. I just roughed-in my fuel tables based upon a re-scaling of the DIY PNP table and let MLV do its thing, starting out with very large and fast EGO values, and gradually slowing it down and reducing the step and authority until the point where MLV was only making increments of +/- a point or two.

Yeah, I read your suggestion of this process a while back, I followed it, and now I need a "real" dyno session.

This whole thing started when...

My buddy manages a smog station and they have a steady-state Mustang. It's geared toward smog inspection, not tuning. So he was fiddling with dyno settings for the first time in an attempt to get the eddy resistance and data outputs correct and I was fiddling with getting my map better and my emissions cleaner. It was then I realized that tuning by way of cell adjustment in the 2D VE table (while on the dyno) is both bogus and tedious and a great way to heat soak before anything useful comes of the process, plus there is a stutter whenever you burn and that's quite lame. Both of us were encumbered by our individual challenges and made nearly no progress before the bottle caps started hitting the garage floor. I am a bit of a douch, yes. Until next time...

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‘94, 2554, 10g, LC-1, 460cc, 10psi EBC, 2.125” exhaust (Enthuza 3" forthcoming).