GM MAF vs SD

Hello,

I have a 2010 Camaro ss (e38 ecm) it has the original ls3 with a Magnuson TVS2300, GT9 cam, headers, pushrods, springs, oil pump, and a clutch.

(Keep in mind I haven't tuned a whole lot and I am new to this however, I have taken classes and done a fair bit of research and I am at the point where I might want to change the current calibration.) I will be tuning with HP Tuners

(I would like the tune to be as correct as possible and I will not touch any parameters unless I know how and why it works)

To preface the car was "dyno tuned" in 2012 by a shop and no changes to the car have been made since. Also I will be installing a wideband and I would like to get a 2 bar map sensor as right now the stock one is maxxing out at 120 kpa. The supercharger is advertised to make 6 psi.

From the driver seat the car runs great and feels strong but after looking at the tune I have a few causes for concern as well as some questions

1.) I have discovered that the tune is MAF only- I would like to tune the speed density portion but I want to retain the maf sensor's function as well

2.) The high and low octane tables are matching and the look unfinished like someone didn't spend much time on them. When logging it will experience occasional knock retard

3.) It idles great however every once in a rare while when coming to a stop and pushing in the clutch the car will stall

as I see it I have three options, please correct me if I am wrong

1- I can leave it maf only which isn't preferred

2- I can scale the vve table to have 2 bar capability

3- I can run the 2Bar SD operating system patch

My questions:

if I were to do the second option would the air mode get stuck? and can that be fixed by applying the "speed density airmode" patch?

if I do option 3 can I still utilize the maf alongside vve or is the 2 bar OS speed density only?

What are the pros and cons of the OS patch vs just editing the axis on the vve table?

Any insight, criticism, resources, and 2 cents will be greatly appreciated, thanks!!!

I will attach the current tune file as well as a stock compare file from the HPT repository

Personally, I would keep the MAF, but it's not a big deal either way. If you apply the 2bar OS patch it will fail the MAF for you (meaning it will be SD only). Or you can leave your current operating system and just input the 2bar MAP data (it's only two numbers) and it should work correctly, utilizing both the MAP and MAF. This is what I would do personally for that setup.

With the timing maps, some tuners like to make them the same, but it seems to be a habit carried over from GEN III PCM's where it was necessary. For GEN IV (E38 etc) I just dial in my high octane map, copy and paste it to the low octane, then take 4 degrees out of the whole low octane map as a safety net.

Pro's and cons of the 2bar OS patch, in the real world, not much either way. It does a bunch of stuff in the background for you with failing the MAF, and can simplify tuning in some instances. I think it's a mental thing that you only have one VE map to work on, but you'll have to build your VE table from scratch if you haven't got a similar file on hand already. I use it on a bigger more aggressive builds or turbo cars, I like the MAF for simpler stuff, it's easy to dial in and measuring air mass directly is always a good thing if it can be done accurately and reliably.

I agree with Ben's post - The approach to tuning this engine in a lot of respects becomes personal preference. The 2 bar SD patch does indeed simplify things and there really isn't a downside imho. If you don't have an SD file you can get started by copying the VVE values into your SD table and tune from there.