Smoke Control Tuning?
 

I often hear Matt Robinson talking about "smoke control tables? What do they do? Limit fuel by the boost that the MAP sees?

Exactly.

Thanks!

Just for the record, I've seen a tune that had 120 across the map.........


I never had the cajones to run it.

120 means? No smoke control? Full fuel from any boost range? Like a cummings? LOL

Oh...sorry!

The Low Boost Fuel maps usually run from 30-100 (I'll guess percentage) based on MAP pressure. Going above 100 is probably going to give the same effect as youravatar.....just revving up. I have had no need to even try it.

So... It would just shoot as much fuel as you commanded based off of throttle input? I wish I could build my own tunes... I'd have to try that... Just to see.

I'm gonna throw a quick question in instead of starting a thread.

How much can you control as far as shifting? Would there be a way to keep your truck from downshifting too soon? In case that's not clear. Pretend you're cruising in OD, and you want to "roll into it" semi aggresively, could you keep it from kicking down a gear until you hit, say 85% throttle?

My tunes are pretty good at it, I'm just trying to figure out if that's an option.

Can you PM me where you saw that tune?

ONE MORE THING. :doh:

Could you check out my buddy RedSmokey's thread on PSN? About the trouble they're having with the injectors buzzing... You're good with that stuff aren't you?

http://powerstrokenation.com/forums/...ad.php?t=43155

It was originally though to be percentage, but have since found it to be MFD limit in mg/Stroke. The PCM is normally capped at 100 mg in several places which is why we limit that particular set of table to 100. Theoretically, you can raise it higher than that as long as the other fuel tables and the main fuel control parameters are raised as well. Otherwise, the excess values are ignored.

Well geez......

Good thing you're around to set the record straight :thumbs up yellow: .

Nope, nothing else was changed except for SOI, ICP, and fuel pulse width (not the multiplier). All parameters were left near stock except MAX IPR. It was one of us "Sniper Gang" guys that made it if that says anything. Very little actual knowledge until early last year....nobody ever told us it was the wrong way. :doh:

Bill, thanks for all of your input! It is greatly appreciated.

See replies in RED .

That is the only issue I saw with the late downshift when I was typing that... But if I could stop it all together, I could just hit the OD button if I wanted to downshift early, right?

The only way I used to drive....even with "tow" tunes that tuners had......was to use the TCS button to lock out 4th gear.

Since I've started tuning for myself and others, the transmission isn't commanded to shift to 4th until a minimum of 57 MPH in the "heavy hauler" tunes since the 3-4 shift is a mutha on RPM loss. Besides that, the 4-3 downshift schedule is set up to closely follow the 3-4 upshift schedule so it downshifts with a lot less accelerator pedal input.

In addition, since the PCM will shift at a pre-determined RPM if the upshift speed exceeds a certain RPM in a certain gear (selectable in the tuning), I set the WOT shift RPM to 2700 RPM in 1-2/2-3 and 3300 RPM for 3-4. With upshift anticipation, the 1-2/2-3 shifts will occur between 2700 and 2900 depending on acceleration rate. Under heavy APP, the 3-4 shift will not occur until the accelerator pedal is released slightly or 3300 RPM is reached.

My towing tunes are set up to mimic a manual as much as possible....only with quicker shifting and no loss of boost.