EFIDynoTuning Forum

Hmmmm. I hadn't considered that. Like I said, I did try messing with FN1303 significantly in both directions and it had no discernable effect on anything.

Just out of curiosity, what's the difference between FN1303 vs FN1321 with respect to how they affect function of the engine?

Working on my tune some more. VE table is dialed in. I'm struggling with transient fuel (tip-in or accelerator pump on a carb). When I goose it, the wideband very momentarily goes offscale lean then just as fast swings rich, down to 11:1 or so before coming back to stoich. As a result, the truck bucks a little bit if you stab it.

I know there's a parameter to adjust that would correct this, but I'm having trouble figuring out which one. Changing FN1303 (accel enrichment) by up to 50% plus or minus doesn't have a noticeable effect. Do I need to try FN1321? Is there another parameter to try?

Well, mostly I just don't want A1C pulling timing because the knock sensor hears my solid lifter valve train clattering away. I have no evidence this is actually happening, but I'm also not sure I would recognize it if it was. What does disconnecting the sensor from the harness accomplish?

Ford had knock sensors on a lot of these trucks, especially the 4.9 sixes. However, I'm not sure when it started. My 1995 has one. I was just thinking that I don't remember seeing any parameters in A1C for knock sensor input to timing control. It also just dawned on me that I'm running a solid lifter cam in an engine with a knock sensor installed. It's conceivable to me that the normal valve noise inherent to a solid lifter cam could be triggering the knock sensor.

Am I missing something in A1C? Or was it too early of a strat to have knock control? Or did the V8s not have a sensor?

Ford had knock sensors on a lot of these trucks, especially the 4.9 sixes. However, I'm not sure when it started. My 1995 has one. I was just thinking that I don't remember seeing any parameters in A1C for knock sensor input to timing control. It also just dawned on me that I'm running a solid lifter cam in an engine with a knock sensor installed. It's conceivable to me that the normal valve noise inherent to a solid lifter cam could be triggering the knock sensor.

Am I missing something in A1C? Or was it too early of a strat to have knock control? Or did the V8s not have a sensor?

I ordered a spare QH from moates a few weeks ago and received it promptly. Looks just like my other one. Now I need to start a new project I guess. I've always wanted to do a Lincoln Town Car. Hmmmmm......

Thanks for all the info guys. I'm glad to hear there are properly tuned 10Rs running around. The application I originally had in mind when I started this thread was 90s/00s trucks and panthers with relatively stock 200-300 HP engines. It seems the wider total ratio spread of a 6R would be a very nice improvement over a 4R for that range of HP/weight ratio vehicles.

Out of curiosity, how does running 2 ECUs work? How many other parts and inputs are required to get the 6R ECU to function? Does it require a CANbus? One issue I see is EEC-IV/V is mechanical throttle body while anything with a 6R is electric throttle. Can a 6R ECU actually control a trans without also controlling the throttle body? My understanding was the throttle body and transmission were both fully integrated into the torque management control strategy such that removing the throttle body from the equation would basically result in needing to rewrite the entire strategy.

I guess I've yet to find a 2018+ Ford that had the trans tuned correctly then lol. That was 50% of the reason we bought a '23 Grand Cherokee instead of an Explorer. The other 50% was pentastar V6 vs 2.3 ecoboost. And I'm a lifelong Ford man......

As a daily, I greatly prefer the 6R over the 4R in trucks and think the same benefit would apply to the panthers and earlier trucks. The wider gear spread in the trans allows the axle ratio to be optimized over a wider range of applications. The lower first gear is nice to help heavy vehicles get off the line.
Meanwhile the 10R, at least in factory tune, is just too much of a good thing. The constant shifting and 400 rpm operating band of the engine is super annoying.

I also really like the 8HP ZFs used in CDJR stuff. Ford would have done well to use that instead of investing billions in the 10R.

If I remember right, the first few years of the 6R in the F150 (2008-10ish), there was a trans controller inside the trans that communicated with the Ford EEC, such that the EEC did not do direct control of the trans. In 2011, they went to direct control by the EEC. I've always wondered if those early versions would require fewer inputs and/or RAM, ROM from the EEC. It'd still be CANbus though, so probably no hope of getting it to talk to an EEC-IV

Has anyone tried to write code to get an EEC-IV or EEC-V to run a 6R80 trans? Or is the hardware simply lacking enough inputs/outputs?

The 6R80 is an ideal trans and a significant upgrade over a 4R in all the 90s stuff. There's standalone controllers for them, but it'd be nice to have it integrated with the EEC. Just wondering if anyone has tried yet.