VTT adjustment after going FI - need help

[GHuggins]

This is one I did a little while back. I did install the sciap settings and resent this to the customer a while after having his tune done just because he does some seriously heavy towing with this one and needs the throttle control. It's not perfect. I do some things differently now with the torque settings and what not, but I guess the main things you want to see are there. This one does have the torque model and the variable cam timing set up to keep the moving cam in the picture. VE is also set to stay as close as possible for the moving cam.

[Roland_Price]

This is one I did a little while back. I did install the sciap settings and resent this to the customer a while after having his tune done just because he does some seriously heavy towing with this one and needs the throttle control. It's not perfect. I do some things differently now with the torque settings and what not, but I guess the main things you want to see are there. This one does have the torque model and the variable cam timing set up to keep the moving cam in the picture. VE is also set to stay as close as possible for the moving cam.

Thank you. Are these from the same car? The VT tables has very subtle changes in them when comparing

[GHuggins]

Torque won't change a whole whole lot in your light throttle area with the addition of a blower, but instead in the higher airmasses and loads. The tool I use for working the torque models doesn't get them 100% accurate, but it seems to work decently with remapping things as you could see from your idle timing and everything in that regard going back close to stock. It just uses the changes to the VE table since it's a direct representation of what's changing to the efficiency of the motor to remap the models and while a blower does change the lighter load VE values a little, it doesn't change it a whole lot. If I were to make the torque model more realistic, the map side would most likely be a little flatter and come in sooner, but that can mess with throttle depending on the multipliers working in the background, so to keep the throttle operation as right as i can, especially when cam movement is involved, I just apply the same correction method to all of the map tables. Yes, you should be able to look at the vins and OS's to see the vehicle is the same. I'm not too worried about things getting copied as a lot of changes took place in the background tables that the majority of people out there can't see. Plus, there are settings in this that the owner of the truck wanted, that i wouldn't necessarily recommend doing like the fast torque exit stuff and a few others.

[Roland_Price]

Torque won't change a whole whole lot in your light throttle area with the addition of a blower, but instead in the higher airmasses and loads. The tool I use for working the torque models doesn't get them 100% accurate, but it seems to work decently with remapping things as you could see from your idle timing and everything in that regard going back close to stock. It just uses the changes to the VE table since it's a direct representation of what's changing to the efficiency of the motor to remap the models and while a blower does change the lighter load VE values a little, it doesn't change it a whole lot. If I were to make the torque model more realistic, the map side would most likely be a little flatter and come in sooner, but that can mess with throttle depending on the multipliers working in the background, so to keep the throttle operation as right as i can, especially when cam movement is involved, I just apply the same correction method to all of the map tables. Yes, you should be able to look at the vins and OS's to see the vehicle is the same. I'm not too worried about things getting copied as a lot of changes took place in the background tables that the majority of people out there can't see. Plus, there are settings in this that the owner of the truck wanted, that i wouldn't necessarily recommend doing like the fast torque exit stuff and a few others.

Yeah, that's what I was afraid of - in my case these hard shifts felt like the torque was 40+% off and I was hoping for more difference NA/FI. Thanks for the help, I will continue this quest in spring I guess)

[Roland_Price]

Torque won't change a whole whole lot in your light throttle area with the addition of a blower, but instead in the higher airmasses and loads. The tool I use for working the torque models doesn't get them 100% accurate, but it seems to work decently with remapping things as you could see from your idle timing and everything in that regard going back close to stock. It just uses the changes to the VE table since it's a direct representation of what's changing to the efficiency of the motor to remap the models and while a blower does change the lighter load VE values a little, it doesn't change it a whole lot. If I were to make the torque model more realistic, the map side would most likely be a little flatter and come in sooner, but that can mess with throttle depending on the multipliers working in the background, so to keep the throttle operation as right as i can, especially when cam movement is involved, I just apply the same correction method to all of the map tables. Yes, you should be able to look at the vins and OS's to see the vehicle is the same. I'm not too worried about things getting copied as a lot of changes took place in the background tables that the majority of people out there can't see. Plus, there are settings in this that the owner of the truck wanted, that i wouldn't necessarily recommend doing like the fast torque exit stuff and a few others.

It's been a while, but I got a new 3000 stall converter from FTI to replace the torn stock TC, and I'm on my way to continue investigating the issue. From what I see after you helped with the VT tables Delivered Engine Tq and Immediate Commanded Tq are pretty much the same so from my understanding the ECU sees the correct torque the engine delivers. But my Predicted Tq Commanded is all over the place and so is the throttle position. I haven't got to changing the DD tables, just bumped it up 30% at the WOT to accomodate for the PD blower added.

From what I see in the logs and severe jerking back and forth on shifting, I can assume this scenario:

1) the ECU sees a low requested tq from DD table, opens the throttle and cuts back on ignition to accommodate for the delta between delivered and requested
2) when the time for shift comes it drops the tq preparing for the shift and closes the throttle way more than it should
3) after shifting it gets the wrong request for DD for the current speed/TPS and the cycle continues

I will be doing some logging and tuning today to have data to use the handy DD tool. If you could weigh in on the subject it would really help me out

Thanks

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