[D0ncH]

Thank you for the info. I've definitely experienced that with the Ecoboost. At the end of a heavy throttle acceleration run I tend to chop the throttle to almost nothing. Every vehicle I've had before (newest being a 05 6.0 diesel) would cut power immediately. The Ecoboost was very lazy about cutting power and took it's time. Very disturbing actually as it almost felt like the throttle was sticking at first.

Glad to see it can be tuned out!

Man I noticed this too after a wot pull. The rpm would hang around 4k or 5k rpm for a few seconds. I just assumed the truck was doing it to control something with the remaining boost in conjunction with the BOV. Good to know

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[RoastinF150]

Man I noticed this too after a wot pull. The rpm would hang around 4k or 5k rpm for a few seconds. I just assumed the truck was doing it to control something with the remaining boost in conjunction with the BOV. Good to know

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If its hanging in gear at higher rpm then that's a different part of the tune. The DFCO I was referring to is simply the act of removing all fuel when the gas pedel is not being engaged.

 

[RoastinF150]

Should be able to reduce that in the transmission tune. Let me tinker with it and I will report back

 

[RoastinF150]

What I am trying to figure out is if there is a way to try and emulate the Raptors anti-lag feature where you open the throttle body and close the waste gate while coasting to force mass flow through the turbines and spool the turbos. I dont know if it would play out like I hope, but I could see it as a potential way to improve engine braking. 5000 RPMs and 15 psi would probably take a lot of HP.

Huh? Are you saying to cut the fuel AND do this? Essentially increase the pumping losses in the engine during decel to make engine braking even more aggressive...hmmm thats an interesting thought. Think is I dont really see much boost being made without combustion (fuel being injected)...but I will see if I can tune it in out of my own curiosity.

 

[mass-hole]

Huh? Are you saying to cut the fuel AND do this? Essentially increase the pumping losses in the engine during decel to make engine braking even more aggressive...hmmm thats an interesting thought. Think is I dont really see much boost being made without combustion (fuel being injected)...but I will see if I can tune it in out of my own curiosity.

Exactly, I don’t know. I am thinking our small turbos may be able to do it. What kind of wastegate duty cycle or % do these trucks run at WOT and 5000 rpm?

On my Jeep I was able to close the VNT vanes at 0 throttle and >2400 rpm and i would see 1.7 Bar on the MAP at less than 3000 rpm. But that is effectively making the turbo a super low A/R.


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[RoastinF150]

I will have to look at some of my logs to see where duty cycle is. If it reasonably high then there may be room for this to function. The only way to hold higher rpm on decel is to be in manual shifting or to tune it into the auto shift tables. I have my trans downshift a little sooner on decel to hold higher rpm's when under DFCO just so I can stay in DFCO easier and use the engine friction torque to help with decel.

 

[mass-hole]

I will have to look at some of my logs to see where duty cycle is. If it reasonably high then there may be room for this to function. The only way to hold higher rpm on decel is to be in manual shifting or to tune it into the auto shift tables. I have my trans downshift a little sooner on decel to hold higher rpm's when under DFCO just so I can stay in DFCO easier and use the engine friction torque to help with decel.

And tow/haul mode will kick down automatically with brake applications or if you have cruise control on.


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[mass-hole]

I will have to look at some of my logs to see where duty cycle is. If it reasonably high then there may be room for this to function. The only way to hold higher rpm on decel is to be in manual shifting or to tune it into the auto shift tables. I have my trans downshift a little sooner on decel to hold higher rpm's when under DFCO just so I can stay in DFCO easier and use the engine friction torque to help with decel.

In my brief time in HPTuners I am not seeing how you can control wastegate or TB angle based on RPM and load. It would seem you would need to do it some roundabout way by requesting more airflow at high RPM/low load, but I dont see how you do that without also requesting fuel. Obviously that wont work or your truck will be trying to accelerate everytime you left off the throttle at high RPM LOL.

I am no expert as I have only looked at this a little bit.

 

[thestrangebrew]

The very first time I pulled a trailer going downhill was a few years ago my 2014, and I was expecting the engine braking to really slow me going downhill. Boy was I wrong, and the wife and I could feel the trailer sliding out from behind us going down a turn. I learned real quick to really watch my speed going down and to not wholly rely on the engine braking. Now that I know how comfortable I am with the engine, I cycle between brakes, engine and trailer brakes and I'm pretty confident with the truck.

 

[Boostking]

Since you're pretty deep into tuning, do you know if there's an adjustment table for the lag time when shifting from R to D, and D to R? It's the only thing that really annoys me.

Yes there is. The delay timer is usually about 2 seconds. It can be shortened.

 

[noodles]

Yes there is. The delay timer is usually about 2 seconds. It can be shortened.

Working with Torrie on this ATM. Feel free to share or PM if there's a table that does both at the same time. N-D is now improved, but still the same N-R.

 

[Boostking]

I've seen two different styles. One is just a single value for both the N-D and D-N transition. The other is a small function with N-D on one side and D-N on the other. For our trucks I'm only familiar with the single value version. I can look again later.

 

[noodles]

I've seen two different styles. One is just a single value for both the N-D and D-N transition. The other is a small function with N-D on one side and D-N on the other. For our trucks I'm only familiar with the single value version. I can look again later.

Thanks for looking. Right now whatever table Torrie changed, he's set the value to -20. I don't know how the values correlate to time, but it's def quicker in the D-N scenario.

 

[RoastinF150]

Here's the stock values from my 2013:

Here's where I put them on an older tune (I think I changed them a bit more since):

You can see I did 3 things, enable and disable at lower vehicle speeds and lower engine speeds. And also make the ramp on rate to the maximum (8) which makes it enter decel very quickly (higher number here makes the transition faster). Last thing is to make the Delay Extended 0.

I think I have since made an adjustment to the N/V which is an arbitrary Ford value that is simply Engine Speed/Vehicle Speed, but also has clips, so the DFCO action WILL work with it at 0 still when it clips, but by increasing this it can get even more aggressive and the transition back to fueling can be jumpy. You can play with the Ramp Off value to smooth it.