LS2 airflow uncorked?

I'm not sure if anyone noticed this before, but when you're tuning LS2's with the new funky GMVE units, they go up, reshape, but ultimately reach an early upper bound of about 2500. I always wondered about this, as it made no sense, most LS2's VE table and the resulting airflow would not reflect the real torque and horsepower gains.

Today, completely by accident I find a table called Maximum VE, sitting right there under Airflow->Dynamic Airflow. In EFILive, the symbol is {B2030}.

I open it up, and low and behold, it maxes out about 2500, with a peak at 4400-4800RPM, just like most LS2's peak torque. I quickly punch in some numbers into a spreadsheet, to see what kind of Dynamic Cylinder Torque am I going to see. Again, everything agrees with near stock LS2 numbers, around 0.85g/cyl airmass at peak.

This little spreadsheet also shows how much airflow you'd see with these airmass numbers at given RPM.

So I grabbed some recent logs from a well flowing, healthy, well tuned big cam LS2, and started charting max Dynamic Cylinder Air vs RPM. To make this task easier, I try to find a table that's already preconfigured for the same RPM intervals, as the VE Maximum table. Not only I found the VE Maximum table, but I also found few other tables that seem to pertain to the same problem: Maximum Airflow vs RPM, Maximum Airflow vs IGNV, and Maximum Airflow Delta vs TPS. They're all set up to deal with stockish power, 280g/sec (37lb/min) airflow, and small MAP and Airflow deltas. On the editor side of things, you can find them under Engine Diagnostics->General->Diagnostic Tests. In EFILive, the symbols are {C0803} to {C0806}

I quickly eyeballed what the numbers mean, and what they should be set to more realistically, and came up with this:

So this should work for most NA LS2's. I hope this is the limit, because it would explain a lot of issues I've been having tuning a large cam LS2, and the more airmass we'd get, the more timing would get pulled without a reason. Hopefully this is yet another Torque Managment issue, this time trying to save the engine from too much torque by pulling timing when hitting airmass/airflow limits. With this

The problem is that I still don't have a local access to a damn LS2! Anyone around Monterey wants to be my lab rat and get their car tuned in the meantime?

Anyway, I need you LS2 folks who have already braved the weird VE table and are running abyssmal timing to prevent it from Knock Retard, this might be your solution. I need you to change these limits that I posted pictures for above, and watch what happens to your Dynamic Airflow and Dynamic Cylinder Airflow. I'm predicting it's going to go up a significant amount. This means it might need a retune. Suddenly you'll be using deeper regions of timing tables, so please alter them accordingly.

Of course, this is all liability free, you're ready to blow up your engine, yadda yadda yadda, can't sue me stuff...

Please report back with your results, they're absolutely crucial as I don't have direct access to a LS2. The best way to do this would be to have a before and after pairs of logs and tunes, with the only change in between being the changes I recommended above. Remember that because you're going to 'uncork' your LS2 vehicle, you will probably experience lean conditions so please proceed carefully, set your PE ratios on the rich side with a healthy amount of safe margin.

The great thing about all this is that you will possibly be able to get more timing out of it, and get even more torque. So far I've had to cut down the timing on the big cam LS2 I've been helping with lately to below 20* to get rid of most, but not all knock. Without limits, the preemptive KR should disappar, airmass and airflow should skyrocket, timing would not have to be severly limited to push the airmass under the 'safe' limits.

This should really help. Airflow numbers should be realistic, torque should improve, and we'll all support the economy by buying new tires and clutches.

Got airflow?