Ya-Hoo!

[F-127]

Well, I finally have a truck that could use some custom tuning. Is that a good thing? Well, if I didn't have Minotaur it wouldn't, but being I do... :cheesy smile:

Here's the deal I bought the 97 F250 7.3 auto already modded, for much less than I could have done it myself. It already has a 6-position TS chip with nice tunes, couple stock driving ones, but when you switch to the higher HP tunes the pedal is touchy, smokes lots, and jerks enough that you can't cruise while set to those higher tunes. I did find one position that was a happy medium that had good power and driveablity.

Soooo... since I have the Minotaur software I can't not make tunes for it right? I'll start with the mods: 17* HPOP, 238/100% Rosewoods, H2E, 7.3 IC, headstuds, FASS pump, those are the primary mods, with a auto tranny built to take it.
I began with a 25hp tow TDE1 file, and set to work away on creating a "like stock-performing" tune. First change I did was change the MFD so I have more of the map to work with (stock only utilizes about half of the map). Essentially though even as I changed it, MFD is nearly identical to stock. Changed the ICP duty cycle to account for increased volume of a 17* over 15*, raised the ICP desired slightly across the boards. For the pulsewidth I used injector flow data from PSN to get the map set to what I thought might be as close to right as possible before trying it out.

After a few trials I made very few and minor changes to get the idle smoothed out, after that I proceeded to make a test drive and see how it did. It really ran smooth and I was impressed.... until the I reached a situation where I 'coast' when the TCC unlocks. The engine then begins to do a quick romp/lope until I come to a stop or roll back into the throttle. I hooked up my brothers scan tool and checked for some information, engine was romping from about 630 rpms-650 rpms. I checked the ICP and MFD and figured I should add some PW to that area. Made 6 new files with hopes of finding 'the one' with no avail. Altough the file where I added the most PW the engine romped from 640-670. I'm thinking maybe I just got greedy and went to far to quick? I didn't get that figured out, but so I didn't feel bad about myself I made a file up with some more fuel. Ahhhh... that was fun, smooth, power, me like. So, altough I didn't get the pleasure of getting it all ironed out, I was able to make that turbo scream with my tuning.

For now, I'm just running the regular 6 position that came with it until I get another day with a good chunk of time to do some more trials. Until then, anyone have any ideas or pointers?:shrug: Can't wait until the day I can drive it around and say tuned by ME(and possibly with the help of others on here) lol. :D

[907DAVE]

Nice job!

I am experiencing the same issue, kinda choppy idle on decel. I believe this is caused by too much ICP as it did not do this when I was running less. I was able to get rid off pretty much ALL my smoke, but have created a few other issues by doing so.

Another problem I have experienced from ramping up the ICP so sharply is a choppy idle when I first start it, just for a few seconds until the idle settles down.

Good luck, I hope to hear how you cure this.

[cleatus12r]

The problem is the ramping of the ICP. The IPR cannot compensate fast enough when returning to an idle so it cannot correct very quickly. The only way to fix it is to have a less aggressive ICP map.

[907DAVE]

I was planning on changing the ICP map resolution to get a little more fine control on the lower end of the map to try and cure this. Not sure if it will change anything....but worth a shot.

I will have to get the "two separate projects" :cheesy smile: rockin but I think it should be pretty strait forward.

[F-127]

Update time! (thanks for the pointer Cody)

Finally had some down time to do some more trials. Set the ICP desired down some in the lower MFD&RPM area. Then I looked at the ICP map for 65hp tune for OBS 7.3s. Had that map and a few of my variations on the chip for a trial. ICP map from the 65 hp tune seemed the best. There was only 2 quick romps before getting back to normal, unlike before where is was nearly constant until I quit coasting.

Looked at the Super Duty performance tunes for ICP desired after I finished a few trials today. That looks to be like even more in the direction I was headed. I may try that map once with a few in-between versions to see if I can get it all smoothed out. That will require some "grafting" with both the resolution and normalizers different.

[Pocket]

Keep us updated. I'm interested to hear the results.

I've got dual HPOP's on my truck, and I get an RPM drop when I come to a stop. It's worse on a stock tune or lower HP tune than it is on a racing or performance tune. I've done some tweaking and got it so that it doesn't happen often, but every now and again I can watch those RPM's dip for a split second when I come to a light or stop sign. Still trying to figure out how to completely get rid of it.

[F-127]

I always get excited when there is something to read in this section of the PHP forum, so I figured its my turn again. I finally got the courage a few weeks back to take out the chip that came with the truck and run with my own. They were good tunes, but I was just driving "dead to the world" in terms of paying attention to what was going on with the old chip. I tried to note things that I liked and disliked, but it was hard knowing that I couldn't do a dern thing about it. So, I busted out that last blank chip (reorder may be coming soon lol) and slapped it in. Engine side of things is about 95% ironed out. I only seem to have a defueling issue at higher boost pressures with no 'boost fooler' in the MAP line and also because I left the 'adder to pulsewidth multiplier' map alone.

Now, onto the transmission side. I'll likely be going back to re-read about every thread in this section dealing with shifting. I always tried to follow along but found it hard to do with no auto trans of my own to tune for. Here's an FYI that there might be future questions from me for shifting questions!

[cleatus12r]

Just keep in mind that the OBS transmission functions are infinitely better than the SD trucks because they are so simple.

The SD PCMs are complicated enough that there are TONS of things that affect when/how the transmission shifts. The OBS computers have a tendency to do what you want them to do.....consistently.

[F-127]

Well after making my first street race tune and failing somewhat miserably by making very crude estimates on shifts (shift points were a wittle higher than I wanted), I decided I would come up with a handy spreadsheet so I could nail my shift points down more precisely, making a fine art of shifting (hopefully someday lol:rolleyes:). So, I'm going to attach the file. Haven't got the fancy or pretty extras, but it takes care of business. Version 2 of the street race tune is soon to be completed, gonna be fun. Taking care of a number of issues, one being that "double bumping early locking garbage" as it has been put before.

[cleatus12r]

Now THAT is cool.

I wish I had some Excel skills. "You know, like numchuck skills, bow hunting skills, computer hacking skills... Girls only want boyfriends who have great skills."

[F-127]

Question time. So here I am comparing between files SD shifting and the OBS shifting parameters and I came across TV maximum for the different shifts. The SD TV max for 1-2 is a whopping 40psi higher than the OBS, which was 47. SD max for 2-3 is over double, and 3-4 is 39 psi higher. Bumping up the indicated torque just slightly and using the TV slope and offset I'd be hitting the max fairly quick. Is there any reason I couldn't use the SD values for the maximums? Maybe the higher max was to allow for adaptive shifting, which I think I read could change up to 20 psi?

[907DAVE]

Pretty sure that the adaptive stuff can do up to 30 psi, as far as the reason for the differences between the two I couldn't tell ya.:shrug:

[F-127]

Note:below is about a 97 7.3 auto
Well, here I am, finally getting more down and dirty with trans tuning, I had basically been using stock shifting except for a street race file I came up with. I hadn't paid too attention to the exact shift points; I didn't make the correlation between speed in the files, and actual speed for the shifts. I only made a very few changes, just moving something up or down. Well I check and actual shift points were 20% higher than programmed shift points. So I make the change to get the shift points to match speed, actual and programmed. Take a short test run, seems OK, but I really only took note of the speed for the 3-4 shift, and its dead on. After some more driving, I find myself thinking: man, the TC is locking awful soon. I do some more looking, now TCC is locking 20% under programmed speed. :throwup: I don't remember how the TCC acted before I made the change to 'calibrate' the speed of shifts and actual(used N over V). I may try my previous files just to see how the TCC engaged before as I can't remember. Seems that I'll have to live with only having one of the shifting correct: either gear shifts or converter lock/unlock.

Initially, I had thoughts the PCM might grab a recalibrated speedo(by the procedure of grounding under the dash), but it doesn't not seem to do that. So then I was thinking that engine RPMs were used, but how would that work to determine speed when the TCC is unlocked? So does the OBS get the speed signal for shifting from the VSS in the diff? If so, then I can't figure out why the TCC lock/unlock would be different than gear shifts in terms of speed actual to speed programmed. Make any sense? If you think this ":notallthere:" about me I won't feel bad.

[907DAVE]

VSS signal on the OBS comes from the PSOM (Programmable Speedometer Odometer Module), and is located in the cluster itself. The PSOM receives a speed sensor signal from the DSS (Differential Speed Sensor), then converts it to an "8k pulse per mile" signal output.

[F-127]

Thanks Dave. I went back and tried the previous files I was running. Both gear shifts and TCC lock/unlock were about 20% over programmed speed. When I adjusted the NoverV to get the actual shifts at the programmed speed, I got the shifts dead on, but for some reason the TCC lock/unlock dropped to be 20% below programmed speed. I might have double check that again, but I know I had the TC lock for third on me at under 25 when I thought it was going to be dead on like the shifting and happen around the stock 29 it was supposed to. That's what really warrantied the :throwup: in my last post.

[F-127]

New beasts to tame. 285/200s. Presents two challenges. All new files to work on for me, as well as swapping some maps to get the former 238/100s in a SuperDuty. Actual injector swap should be complete this weekend, I'll probably be working on new files this week instead of classwork.:hehe: Then about a week later a sledgehammer should be showing up.:cheesy smile: Good to have an older brother to sell the hand-me-downs to.

[907DAVE]

:evillol: :evillol: :evillol: :evillol:

[Power Hungry]

OBS Shifting strategies are some of the trickiest to deal with. Superdutys seems to have better manners.

With that said, I'm not sure why the TCC strategy is acting a fool. That's pretty odd. If you have time and want to send a file over, I can take a look and see if there's anything we've overlooked.

Take care.

[F-127]

Awesome offer! I've sent an email. Thanks Bill.

Another note, saw the goods with my own eyes tonight:
http://i388.photobucket.com/albums/oo322/tshs299/Vehicles/IMG00022-20101111-2048.jpg

http://i388.photobucket.com/albums/oo322/tshs299/Vehicles/IMG00023-20101111-2049.jpg

Not new, but it'll do.
Kinda made me smile. "For organized race, competition use only"
I see them running on the street, and with fair manners as well. Just give me a little time.:D

[907DAVE]

They can run juuust like stock until you really want to move, just takes time.:evillol:

[F-127]

Bigger sticks.....IN. Time to update the signature.:D I didn't get a lot of seat time but I wasn't too worried about driving/tuning because the turbo setup will soon be changing as well. I need to give 907DAVE some thanks for giving me some insight with comparable injectors. I did get a short idle clip before I left for a week of school with my more MPG friendly '95. I think my finger moved over the microphone near the end when it changes sound a little. I need to sell some of my other things cause I don't think I'm at the end of the tunnel yet.:evillol:

YouTube - 7.3L Power Stroke Idle (http://www.youtube.com/watch?v=92zS7wGfqsU)

Hmm, having trouble with embedding the video, I'll just have to post the link.

[jystorey]

F-127,
Is your PSOM (speedometer) calibrated for your tire size?

[F-127]

F-127,
Is your PSOM (speedometer) calibrated for your tire size?

Yep, tire size is within about 2mph at 65mph. It seems kind of strange, because I could swear that ocassionaly it has grabbed the right speed(like 3 times in the 4-5 months with my tunes on it), and it seems to do that only after the chip has been re-installed. Additionally, if it does grab the right shift, its like it goes through the shift schedule once and then its back to being ~20% over. Yeah, I know, sometimes I think this about myself too: :notallthere:

[F-127]

Turbo swap completed. Swamps has some pretty nice comparison pictures of a H2E to sledgehammer, but I had to snap a few of my own. Took a short test run over turkey day break, but I'm really trying to avoid the salt with the clean older Crewcab. Hardly could even load up the turbo, but it seems to rip pretty good. Need some more high pressure oil now. Majority of tuning for this will need to wait for better weather.:sigh: All else considered...:cheesy smile:

http://i388.photobucket.com/albums/oo322/tshs299/IMG_0701.jpg

http://i388.photobucket.com/albums/oo322/tshs299/IMG_0702.jpg