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Power Strokes
7.3 Aftermarket
tuners; transmission control inputs
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[QUOTE="Mark Kovalsky, post: 1226588, member: 1654"] That's a 10% change. So at a certain speed if you are now turning 1500 RPM with a 4.10 you will be turning 1650. Not a big change. At Ford, yes, only transmission. Before I worked at Ford I worked for Roush Industries (yes, THAT Roush) doing engine calibrations. That was from 1982-1988. It was at the early days of EEC-IV. My first assignment was on the second program at Ford to have EEC-IV. We were only a couple months behind. It depended on the program. When I worked on the '03-'07 5R110 diesel calibration there were two of us sharing the work. All other calibrations I worked on before that I was it. The big team was me. We had a larger team, but everyone worked on their assignment, and shared information throughout the team. Ford was trying to move calibration from on the road and test track into an engine/transmission dyno cell when I left Ford. I have my doubts about how successful that can be. A large portion of the tuning is tuning the shifts to the vehicle. That is very hard to do if you don't have a vehicle. I usually worked on a calibration for about a year until it was released for production. We had to hit all the environmental conditions that you, the customer, could possibly run into. We went to Yucca, AZ and/or Death Valley in the summer, somewhere REALLY cold in the winter (Yellowknife, NT, Canada, Thompson, MB, Canada, Timmons, ON, Canada etc.) Denver for high altitude, and southwestern Florida for high humidity. We usually did this trip right after the cold weather trip sort of as a reward for surviving -20F to my personal record, -48F. And that wasn't wind chill, that was the actual temperature. The PCM doesn't know what line pressure is. It knows what it told the EPC to set line pressure at, but there is no feedback to know if it happened. If the PCM detects converter slip it will unlock it and set a code. The PCM looks at engine temp, trans temp, pedal position, rate of pedal position movement, vehicle speed, engine speed, barometric pressure, and probably a couple others I can't think of at the moment to determine how to modify the curves to make the lock/unlock decision. [/QUOTE]
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