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Ford does not lock converter like on off switch - it locks gradually usually starts with 300-400rpm of slip and decreases to whatever slip is commanded while locked.
Locked it slips 5 to 20 rpm but not all the time as this would cook the converter like a french fry. Of course speaking of STOCK calibration as you can tune it however you want.
You can tune high stall like a stock one - no need to lock it permanently however some aftermarket converter lock-up clutches will not tolerate much slippage.
Stock TCC is normally locked believe or not it's hard to move it by hand while aftermarket TCC's are normally open and will spin freely.
Slipping TCC partially at a rate of 5 to 20 rpm while locked helps to reduce drive train clunk and NVH.
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Is it possible different ECU handle the MAF data differently? On mine, messing with the MAF to correct fueling (with correct injector data) just messed with drivability. Wheel torque error was extremely high. Messing with torque tables could help but I never got it perfect. Went back to stock MAF and torque tables and messed with low & high Injectors to get fueling correct. This gave good drivability and low torque error. I used a spreadsheet by CCS86 to adjust torque tables slightly and torque error was reduced further and drivability improved some. Using stock torque tables with inflated MAF just caused major problems for me. Torque output looks for the load required. Torque/inverse. If MAF is messed with than load is wrong so torque would have to be wrong? What confuses me is reading the stock file that had a Edge tune on it had zero adjustments to air system and load with failed MAF however inverse was adjusted with stock torque table. Maybe because boarder line and mbt was changed?
My brain is hurting thinking about this again 😭
Like this:
TQ scale.png
Certain things could allow higher torque production, for a given load, but a blower isn't one of them.
That helps a little bit with understanding the torque base model. So DD is wheel torque that possibly could be populated from Dyno results? The torque model tables are values at MBT??? Would this be the scheduled torque? Engine brake torque? Is this calculated from actual air flow etc? IPC errors seem to be happy when scheduled TQ> ETC > then Engine brake torque. Just trying to get a better sense of the logic. Thanks!
DD is the wheel torque the driver wants, not necessarily what they are going to get. Limits and IPC.
To me it is a fools errand, as the output from the algorithm the ecu uses to determine the engines torque output does not care what your dyno says, to the ecu that's the torque being generated. Engine brake torque.
Putting an external wide band in your exhaust and setting the WOT lambda table to the value it reads and thinking you did something to correct the ecu would be similar to populating the DD with dyno numbers.
In a perfect scenario, DD torque would be exactly what the dyno says is happening at the wheel. In reality they shouldn't be too far off from each other, but I would favor what the ecu is out putting as that's what matters to it.
Schedule torque is the demanded torque + the MBT for idle. At idle spark is usually not at MBT, some torque is reserved for idle control. Demand torque/engine brake torque should go to 0, yet the engine still produces torque to keep it idling. When the engine brake torque starts to go over scheduled torque you get IPC wheel torque error. There is more torque being made at the wheel than the driver, or something else wants there to be, even accounting for idle. This could be true(out if control TB), or the a part of the calibration could be wrong causing the ECU to over estimate engine brake torque.
Yes, I figured you meant raising the torque values on the table.
When a larger maf tube is installed, the torque the ecu is seeing is taken down a good bit, depending on tube diameter. So there's not much need in raising those values a lot, since the ecu doesn't know the engine is ingesting more air, and making more torque, and that the engine is under more load. In other words, actual load the engine is under is higher than the ecu is reading.
I think it might not be so simple, A blower and the setup depending on application may alter the operating parameters at a given load. if the blower at a specified load value now introduces more heat and limits timing or effects combustion stability there could be a torque loss at the wheel compared to what the calibration expects due to being further from best torque or not accounting for new parastic losses.
if your rescaling a NA OS you need to consider both. if you have a OS that already accounts for parasitic loss watch temps and final timing to see if you might want to pull a couple percent or add a bit in the existing load ranges.
if you over estimate the torque the pedal can feel dead, the ecu increases load to slowly -
MAF should be irelivent if you have it calibrated. If not you need to put away the torque tables and do it first.
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