High on Ethanol
Just Ain't Care
This post will be an ongoing project of sharing information.
View attachment 18206
I think Ford calculates engine torque based on load, seemingly using MBT, stoich, and 100*IAT/200*ECT temperature based on my forum searching.
I was trying to get ETC torque dialed in so that spark increases follows borderline. Driver Demand was used in fine tuning, starting low and working higher. Using calculated torque tables/inverse using MBT to get IPC errors minimal. I noticed that any modifications effected almost all other tables. I think that Scheduled torque was higher than ETC torque because MBT was impossible to reach before knock.
Sparky Tables
MBT and borderline tables are used to achieve maximum timing for performance in all conditions. High octane race fuel used to tune for maximum torque an engine can make and then log the spark, this is MBT table. 87 octane fuel tuned to find the maximum spark before knocking is borderline table. By varying lambda to see how much extra timing the borderline table can take to create lambda spark table. Overlap may occur in these tables but the PCM takes the lowest value of these two tables anyway.
The purpose of all these stock tables and adders is so you can run the absolute maximum timing possible at all temperatures and load. With aftermarket tuning you compromise and tune the vehicle for the worst case, this means in cold weather/transient conditions you are probably running far less timing than you actually could to ensure a safe tune.
Ford VCT Control
"HDFX" which stands for High Degree of Freedom eXecutive.
Optimal Stability is the targeted mode if your Desired Load is BELOW a given threshold.
Emissions Reduction will override Optimal Stability, Best Driveability, and Fuel Economy if its conditions are met.
Fuel economy is usually the mode you're most often in driving your vehicle
Best Drivability shares its mapped points with Fuel Economy. Above Optimal Stability max load, below Fuel Economy Max Load, you're running from the Best FE tables. Above the Best FE tables, below the Best Drivability, your mode is still Best Drivability but you're using a blend of the two tables. Above min Best Drivability load you're using Best Drivability table entirely.
Optimum Power is unique in that it defines its own constantly moving "mapped point" if desired. If enabled, it gets its own set of everything just like other points, but its constantly moving.
Transient Performance designed to maximize spool of the turbocharger. Typically it does this with blowthrough air. There are many many conditions for it, and if active, it trumps all other modes INCLUDING optimum power.
TRANSMISSION
10r80
All 10R80 shift schedule tables use PEDAL POSITION and engine RPM as axes, and output shaft speed (OSS) RPM as the table data. When OSS exceeds the table value for a given position within a column, the transmission will shift. Some portions of the table have unreasonably high values (logic-gates essentially) to force the transmission into skip-shifting or not skip-shifting under certain conditions.
formula for changing shift points based on MPH:
(tire diameterx3.14) divide by (63360)=miles per rev.
(OSS speed) divide by (rear gear)=(revs per minute) X (60)=revs per hour
(tire size in miles per rev)x (revs per hour)=MPH
Spacing between upshift and downshift schedules can be made to change responsiveness of the transmission by increasing the values found in the downshift schedule tables. Do not increase these values so that they come close to, or overlap with, upshift schedules at similar throttle. The closer the downshift schedule and upshift schedule are, the busier the transmission will feel. Increasing Low-pedal shift points too high can worsen experience (holding a gear too long) and fuel economy.
10R80 control strategy allows for 3 unique configurations of shift characteristics. 'Base', 'Alt 1', and 'Alt 2'. These change what set of shift characteristics are used which drive mode. 0 = Base, 1 = Alt1, and 2 = Alt2. LID column refers to "Lever in Drive", and the SST column refers to manually commanded shifts.
Shift Torque Modulation tables control the maximum permitted engine torque during a shift event. This system uses ignition timing control to reduce power during shifts; Monitor Spark Source to see when shift torque management is actively reducing ignition timing. These tables are specific to the Shift Characterization Configuration of each drive mode - Base, Alt. 1, and Alt. 2, and are sectioned into upshift and downshift categories, and then further broken down by each specific gear change type.
Backout Delay causes Sport mode to delay upshift. After applying significant throttle/going WOT, the transmission will not upshift until you apply ~10% throttle. This system is to keep the trans. in a lower gear once the driver starts driving in a "sporty" fashion. Backout RPM table data represents the engine RPM below which backout upshifts will be inhibited at closed throttle. Backout max rpm table must be lower than those found in the Backout rpm table by at least 100RPM.
View attachment 18206
I think Ford calculates engine torque based on load, seemingly using MBT, stoich, and 100*IAT/200*ECT temperature based on my forum searching.
I was trying to get ETC torque dialed in so that spark increases follows borderline. Driver Demand was used in fine tuning, starting low and working higher. Using calculated torque tables/inverse using MBT to get IPC errors minimal. I noticed that any modifications effected almost all other tables. I think that Scheduled torque was higher than ETC torque because MBT was impossible to reach before knock.
Sparky Tables
MBT and borderline tables are used to achieve maximum timing for performance in all conditions. High octane race fuel used to tune for maximum torque an engine can make and then log the spark, this is MBT table. 87 octane fuel tuned to find the maximum spark before knocking is borderline table. By varying lambda to see how much extra timing the borderline table can take to create lambda spark table. Overlap may occur in these tables but the PCM takes the lowest value of these two tables anyway.
The purpose of all these stock tables and adders is so you can run the absolute maximum timing possible at all temperatures and load. With aftermarket tuning you compromise and tune the vehicle for the worst case, this means in cold weather/transient conditions you are probably running far less timing than you actually could to ensure a safe tune.
Ford VCT Control
"HDFX" which stands for High Degree of Freedom eXecutive.
Optimal Stability is the targeted mode if your Desired Load is BELOW a given threshold.
Emissions Reduction will override Optimal Stability, Best Driveability, and Fuel Economy if its conditions are met.
Fuel economy is usually the mode you're most often in driving your vehicle
Best Drivability shares its mapped points with Fuel Economy. Above Optimal Stability max load, below Fuel Economy Max Load, you're running from the Best FE tables. Above the Best FE tables, below the Best Drivability, your mode is still Best Drivability but you're using a blend of the two tables. Above min Best Drivability load you're using Best Drivability table entirely.
Optimum Power is unique in that it defines its own constantly moving "mapped point" if desired. If enabled, it gets its own set of everything just like other points, but its constantly moving.
Transient Performance designed to maximize spool of the turbocharger. Typically it does this with blowthrough air. There are many many conditions for it, and if active, it trumps all other modes INCLUDING optimum power.
TRANSMISSION
10r80
All 10R80 shift schedule tables use PEDAL POSITION and engine RPM as axes, and output shaft speed (OSS) RPM as the table data. When OSS exceeds the table value for a given position within a column, the transmission will shift. Some portions of the table have unreasonably high values (logic-gates essentially) to force the transmission into skip-shifting or not skip-shifting under certain conditions.
formula for changing shift points based on MPH:
(tire diameterx3.14) divide by (63360)=miles per rev.
(OSS speed) divide by (rear gear)=(revs per minute) X (60)=revs per hour
(tire size in miles per rev)x (revs per hour)=MPH
Spacing between upshift and downshift schedules can be made to change responsiveness of the transmission by increasing the values found in the downshift schedule tables. Do not increase these values so that they come close to, or overlap with, upshift schedules at similar throttle. The closer the downshift schedule and upshift schedule are, the busier the transmission will feel. Increasing Low-pedal shift points too high can worsen experience (holding a gear too long) and fuel economy.
10R80 control strategy allows for 3 unique configurations of shift characteristics. 'Base', 'Alt 1', and 'Alt 2'. These change what set of shift characteristics are used which drive mode. 0 = Base, 1 = Alt1, and 2 = Alt2. LID column refers to "Lever in Drive", and the SST column refers to manually commanded shifts.
Shift Torque Modulation tables control the maximum permitted engine torque during a shift event. This system uses ignition timing control to reduce power during shifts; Monitor Spark Source to see when shift torque management is actively reducing ignition timing. These tables are specific to the Shift Characterization Configuration of each drive mode - Base, Alt. 1, and Alt. 2, and are sectioned into upshift and downshift categories, and then further broken down by each specific gear change type.
Backout Delay causes Sport mode to delay upshift. After applying significant throttle/going WOT, the transmission will not upshift until you apply ~10% throttle. This system is to keep the trans. in a lower gear once the driver starts driving in a "sporty" fashion. Backout RPM table data represents the engine RPM below which backout upshifts will be inhibited at closed throttle. Backout max rpm table must be lower than those found in the Backout rpm table by at least 100RPM.
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