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Minotaur Automotive Tuning Software Tune your own 7.3L Diesel! If you have a question or comment about Minotaur? Post it here. Also, check out our Facebook group: Facebook - Minotaur Tuners |
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#1
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You can run it all day like that on a stock pump too. But really, there's no need; maybe HPOP may not be able to keep up....or because Ford wanted to do it for other reasons.
The desired ICP map is based on mass fuel desired and RPM. Here's an exercise for you (do this in your head while looking at the map). From an idle, punch the accelerator pedal. MFD is above 70 RPM starts at <700 Where is ICP? What do we know about the relationship of ICP and injector pulse width for a given MFD? (Hint: check the pulse width map) Now, using the ICP map, pulse width map, and any given MFD, you can figure out what is happening when you replace that drop with a straight line. Bonus points for showing work...... ![]()
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Tuning, PCM flashing, and burning chips for 7.3s since 2008. Repairing all aspects of 7.3L Powerstrokes for 25 years. Eight 7.3L PSDs in the driveway including a 1994 Crown Vic and 1973 F100/2002 F350. Looking for the next victim. |
#2
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Oh, and bean dip is THE BOMB.....
Both when you eat it and also a few hours later!
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Tuning, PCM flashing, and burning chips for 7.3s since 2008. Repairing all aspects of 7.3L Powerstrokes for 25 years. Eight 7.3L PSDs in the driveway including a 1994 Crown Vic and 1973 F100/2002 F350. Looking for the next victim. |
#3
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Well it depends on what bin I look at. If its one that Bill wrote, it would hold the PW thru the dip, if its the stock bin then you would drop PW for a short period thru the dip. Am I seeing this correctly?
(Ill pass on the bonus points for now) |
#4
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![]() Pretty sure I missed something though, too early for all this thinking. |
#5
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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?
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Tuning, PCM flashing, and burning chips for 7.3s since 2008. Repairing all aspects of 7.3L Powerstrokes for 25 years. Eight 7.3L PSDs in the driveway including a 1994 Crown Vic and 1973 F100/2002 F350. Looking for the next victim. |
#6
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Maybe........
![]() Just a spare for the pickup. Quote:
Maybe because the injector is too slow, even with the higher ICP. |
#7
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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.
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Tuning, PCM flashing, and burning chips for 7.3s since 2008. Repairing all aspects of 7.3L Powerstrokes for 25 years. Eight 7.3L PSDs in the driveway including a 1994 Crown Vic and 1973 F100/2002 F350. Looking for the next victim. |
#8
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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. ![]() |
#9
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And how the heck are you replying when you are offline?
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#10
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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 ![]() 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. |
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