Let me explain the above a little more.........
A stock 6.4L tune has the WOT airflow limit as 353 g/s.
But the TB table goes to 1100 g/s ??
So how does that work??
Now, if you log max airflow on a stock 6.4, the biggest number will be 350-360 g/s.
So 350 g/s makes 475hp it seems....So why is everyone using 1000 - 1500 g/s to make 100-300hp more???
The factory it seems has imbedded an airflow model in the PCM, hence why you must designate an engine capacity.
Now this model only affects P/T operation. Between the TB airflow and what they deem the engine requires at P/T,
the TB will track an airflow target. Now WOT is WOT and the TB will open 100% no matter what the numbers are in the tables.
But P/T between 25 - 75% throttle, you are limited to the numbers in the model. So if the 6.4 is in P/T mode it will never open the TB past 353 g/s whether at 30% pedal or 70%. Most never notice this. If you move WOT threshold lower, you notice it less. BUT, if you make the airflow tables bigger, the gap between P/T and WOT gets even greater.
If you make the numbers bigger, the TB will be opened less until it goes WOT.
If you try and increase the ETC tables, what often happens is the ETC opens the TB, the airflow exceeds what's allowed and the ETC is forced to close the TB. So you get this strange surging effect.
Why the factory has done this is to give the engine the amount of TB that they feel it needs at certain rpm to maintain velocity/airflow/smooth the torque curve or whatever!
However, when modding or adding a blower, this is now not ideal.
So following their lead with TB flow tables often wont get the result you are after.
On a blower engine, 50% pedal, wont give enough TB opening to make much boost so you don't get 50% power. so you keep leaning on the pedal till finally it goes WOT and BAM - full boost and look out! The often talked about light-switch effect! This same response is felt when NA also.
The trick I have found is to lower (a lot!) the 3 TB airflow tables in the .75 -1v and above areas.
This will give a much more linear pedal to the point where the transition to WOT is seamless.
The added benefit is that you no longer hit lots of Airflow/Tq mgmt limits!
Keep in mind the stock airflow max numbers and give it a try.
We can talk more about NOV and Wheel Power tables later.......