Smoke Control

[GTS]

I hate to keep pulling up old threads but I keep reading and the more I read the more questions I have. This being a 4 page thread brings up a lot of tops that bring up even more questions! Here are some of the questions I have reading through this thread.

Originally Posted by cleatus12r

Well, in it's stock form, the "adder" becomes a "subtractor" to cut back pulse width at high boost levels. "Defueling" anyone?

It starts cutting .1 (I assume ms) at 14.5 PSI at 1400 RPM.
At max, it cuts .7 ms (again assuming) at 23.2 PSI at 2600 RPM.

Some tuning changes that all to "0" so no fuel subtracting is taking place.

Bill did a live tune on my truck a bit over a year ago. In looking at my "street" tune and my max tunes the street tune has this table all "0ed" out but my extreme tune has this table reducing the PW. This seems backwards to me. Is there a reason Bill would do this?

What did you and Bill discuss that ended up solving your issues? I’m planning on building a similar program to what you are describing. I’m going to take the Street tune Bill wrote for me that is low smoke and try to dial the rest of the smoke out of it while maximizing power.

[907DAVE]

Originally Posted by GTS

Bill did a live tune on my truck a bit over a year ago. In looking at my "street" tune and my max tunes the street tune has this table all "0ed" out but my extreme tune has this table reducing the PW. This seems backwards to me. Is there a reason Bill would do this?

What did you and Bill discuss that ended up solving your issues? I’m planning on building a similar program to what you are describing. I’m going to take the Street tune Bill wrote for me that is low smoke and try to dial the rest of the smoke out of it while maximizing power.

Maybe that was just his way of cleaning up the top end a bit.

The biggest improvement I made to help control the smoke was all in the ICP map. I needed to ramp up pressures much faster, and it worked VERY well. But, if you decide to do this, drop your base SOI map down a few degrees in the lower MFD range. Also, dont get crazy right off the bat with this, work your way up to it, too much - too soon can cause some drive ability issues.

[GTS]

Cool, thanks for the input.

On the ICP/PW front I was thinking if I had it set at what ever ICP and PW I needed to get the idle I want I would start there. As I give throttle input have the PW raise first up to the desired max PW, say 2.5 or 3ms. Then from there just have the ICP do all the up and down to make the desired power. That way I'm always as peak ICP for the power level I'm looking for.

I don't know if that's a good way to go about it or not. Am I off base here? Or on the right track?

[907DAVE]

There is a lot more going on there than I will care to comment on, but the way I see it, you have it backwards......sorta.

I think you are better off getting ICP up to max ranges then start stacking on PW.

For instance, my ICP is about tapped at around 1/2 throttle, then PW picks up from there.

[GTS]

Ok that makes sense. I was just thinking being the ICP has by far the biggest range the PW would max out pretty quickly then the ICP would take over from there. But I think you're right on having the ICP ramp up first.

[strokeorcroak]

My lord Dave, what have you got me into.

Just read this entire thread and now im going to go back through and re-read, i could read this 10x and never get alll the info!