No, it's that the bench you used is FAR too clean. Has someone been building automatic transmissions on that one lately?

That will work. This obviously is not factoring in the PW multiplier (which on a stock truck at operating temperature is 1 anyway).

Now, since we have a bit of information here, why would we go about increasing the injector on-time instead of maintaining higher ICP to get the same MFD?

Maybe........

http://i619.photobucket.com/albums/t.../Photo0061.jpg

Just a spare for the pickup.

Good question.

Maybe because the injector is too slow, even with the higher ICP.

I would only be able to venture a guess to that one. Basically, you're accomplishing the same thing either way, but I assume that the lower ICP/higher PW is accomplishing the task of introducing a bit of heat to the turbocharger turbine........

OR

The power will come on a bit more slowly and with less aggressiveness with your foot to the wood.

Which reason? Heck, I don't know. It thought that you might have an idea.

So then - back to my original question, how to decrease spool time.

Looks like dropping ICP in the low RPM's, or pulling some timing out would both help this situation.

Would you venture to guess this is what Ford had in mind when designing these maps?

Seems like there would be a trade off, crispy clean throttle - or faster spool up. :hmmm:

And how the heck are you replying when you are offline?:hehe:

I fixed the offline thing just for you.

Silly Mods with all your superpowers.:smiley_roll1:

Wanna see me fly?

About the timing/fuel thing......

You have already experienced the "crispy" nature of high ICP and I think that the dip in the high MFD/low RPM range of the ICP map is to minimize the actual start of combustion and also "soften" the low-rpm acceleration slightly.

Those are just my thoughts though and I could be way off.

Try adding too much fuel at lower RPM's. What happens? You get lots of smoke, and a turbo that seems to take forever to light.

Adding more fuel at lower RPM's doesn't increase the spool up of the turbo. In fact, it can be quite the opposite, increasing lag time until the turbo finally catches up, then you get a neck snapping response after you've killed a few hundred polar bears with the exhaust trail left behind :evillol:

In the mean time.... with all that fueling and no air, EGT's rise quickly. It's especially troubling if your driving up a hill and the engine loses speed. That's when you start seeing smoke pour out the tailpipe, and the EGT gauge rises quickly.

That's why I like my tuning to have pretty much bone stock fueling for the first half of the pedal.

Think of it in terms of pulsewidth... not so much ICP and timing (although those are important too). The main thing to look at is how much fuel is being called for right off idle, and in the RPM range before the turbo spools.

You are correct, however I am not looking to add any more fuel - just retard the timing to help the turbo out a bit. I was looking to do this by pulling some timing out of the base SOI map, or by dropping the ICP to slow the SOC.

I do understand that by dropping the ICP you indirectly increase PW, which I dont think will have a great effect on the total quantity of fuel delivered - it just wont be as complete of a burn.

I have had a bit of time to play around with this the last few days and it seem to be working. It doesn't have that "neck snapping" crispness, but instead a smooth progressive feel.

Have not decided which I like more, but I do like the reduced engine noise.