Originally Posted by
NickSezz
WG Dyno mode is left alone on mine. On my F150 it's like the factory tune is developed to potentially make some serious power, then they put limiters in place to control final output. I am using the LSPI tables as my load limit set to a max of 1.85 air load. Other load/torque limiters that get in the way have been bumped to accommodate that target as well. This makes about 18psi on my truck with spikes to 20psi on the shifts and about 8-10 degrees timing on Cali 91 octane.
I use driver demand to get the pedal response and power delivery I want at a given pedal position and rpm. This is only effective when the PCM is not blending to WOT which I tell it to do at 500 counts.
I set my timing low and allow the OAR to add in up to 5 degrees depending on knock sensor activity/fuel quality. For this to work to its full potential, I had to monitor how much timing the computer wanted to pull out at a given load/rpm in that mapped point. I ended up with borderline tables that are lower than stock especially in the mid range where the turbos are spooled up. My goal is to get the OAR as close to -1.00 as possible without actually hitting that. This gives a large safety net if you happen to get a crap tank of fuel without leaving much on the table. I also allow the knock sensors to add/remove timing more than twice as fast as stock.
Took me a little while to wrap my head around the OAR function. In the beginning I had no idea why my timing was so much higher than borderline tables until I fully understood that adder, then I used it to my advantage.