EFIDynoTuning Forum

I'm certainly no expert on the topic but from experience; the farther past torque converter stall you are in the RPM range the less effect lockup has on engine RPM. This is a dynamic phenomenon based on variables including engine output, vehicle weight, gear ratios, tire size, etc. In first gear above converter stall, light throttle lockup on my truck makes almost no difference.

Besides RPM and throttle position functions, there's also a minimum slip required to lock up. The converter will not lock up unless there is excess slip occurring. From my understanding, this is why the strategy has the gear ratios programmed for each gear.

When the driver is not demanding much power, leaving the converter unlocked produces some efficiency gain at low speeds since the engine is not lugging but the little power produced is still transmitted to the wheels, keeping you moving.

I have 3.55 gears and 33's on my '93 5.8l which is not ideal with my tfs1 cam. Second gear pulls strong from 35 to 90 mph. Locking the converter at around quarter throttle and 35 mph produces some nice RPM drop and improved acceleration when unloaded. I have my tune set to unlock if I push past half throttle so when loaded, pulling a trailer, or accelerating out of a sharp uphill corner, it'll kick up the RPM giving me the additional power and torque multiplication until I pass 50 mph or bring the throttle back down. It's really fun to drive and it's nice being able to control an auto this way. Hope this helps.

0xB852 - FN12CA = Time dependent Dynamic EPC pressure adder for 1-2 shift, psi.

0xB86E - FN23CA = Time dependent Dynamic EPC pressure adder for 1-2 shift, psi.

0xB88A - FN34CA = Time dependent Dynamic EPC pressure adder for 3-4 shift, psi.

these are expensive but would make the process much easier and faster. They have different configurations available.

https://www.stainlessheaders.com/ford-3 ... front-exit

pmuller at fordsix has done extensive research on ideal turbo sizing for the 4.9. Would you be using a HD turbo exhaust manifold or the split EFI? I think that is your starting point.

Attached: These are not programs, just files filled with hex value FF. I'm not sure if BE uses 56k or 64k files so choose the appropriate option.

just a shot in the dark, but I would try writing a bin file full of FF from binary editor and then try writing the correct bin from tunerpro.

need some help confirming these are TV ramp timers for upshifts. I am specifically trying to locate:

TMTVRMP_12 = TV ramp time for 1-2 shift.
TMTVRMP_23 = TV ramp time for 2-3 shift.
TMTVRMP_34 = TV ramp time for 3-4 shift.

Awesome, I set the idle to 850 and timing at 13*. at 10 it hunts a bit more I think because the minimum idle timing is 10. Should I lower the minimum or leave at 13?

I'll be having it tested again in the morning. I noted that the engine needs a bit more air and fuel at idle now. Is the flame burning into the exhaust port increasing temps?

Failed emissions at idle today. Allowed is 100PPM of HC and she read 239PPM. It is a bit rumpety at idle, so it has to be the cam profile causing it. At 2500RPM, 180PPM allowed and it read 15.

Idle speed is under 700rpm so thinking I need to kick it up a bit to pass. Timing jumps around 15-25 degrees at idle. Any other help? Some have mentioned leaning it out a bit but not sure how to force OL at idle.

try writing the tune with key on engine off