Where'd you learn about how to set the CMCV schedule? Not like how you plug it into the software, but how to figure out the best time to open the valves, etc?
Reread this posting:
https://www.s197forum.com/threads/m...home-time-on-my-06.142209/page-4#post-2560966 specifically posts #68 & #69..................
The rest comes from being a long-time computer nerd...........have dabbled into learning computer programming back in the day..........this helps me to understand how the Ford Spanish Oaks ECU's code line processing is written to process the calibration coding, which then helps me to make sense of how the Ford Spanish Oaks ECU will use the settings, scalars & mapping--which is approx 85%-90% of what a tuner really needs to get a handle on\around to be able to proficiently use any tuning software......the part that you can't see on a computer screen.
Also, at one time in my working past, I was a certified F3 Electronic Measurement Technician @ Phillips Petroleum Co before the ConocoPhillips merger in 2003, thus also am well versed into the sciences behind air\gas flow thru a pipe\meter tube..........which the sciences behind an intake manifold's runner design aren't so strange to me as they use similar mathematical science\gas & air laws of physics & equations thus the relation to the TB vs the CMCV's is a relatively simple thing when you understand the science behind the concept of what they call "choke flow" or "sonic flow" as these mean the same thing thus know how this will affect the TB's operations ahead of it when the CMCV's are closed vs open.......thus can understand what to look for to then reschedule the CMCV's to do what they're designed to do BUT not cause disruptions in the Ford Spanish Oaks ECU's SD airmass calc'ing integrity surrounding the TB........thus actually maintain or improve usable engine HP\TQ outputs in the process.
So, in effect, most of this (the sciences that is......) I knew of beforehand (mathematics, biology & physics were my strong suites in school....) & the rest of this I figured out on my own w\o much help from the aftermarket tuners outside of basic tuning as they show thru some of their teachings to not have as good of a grasp as they may want you to think when put up against an actual OEM calibration engineer (their strengths mostly center around WOT operations that can be seen\measured on dyno sheets, but somewhat lacking on good drivability, emissions, operational engine efficiency & efficient catalyst operations & maintenance tuning.....all aspects that a dyno can't provide much help with--especially an inertia dyno.....which is the majority of dynos most tuners still use instead of true load bearing control dynos......but even w\ these 1 is still somewhat limited......depending on the range & amount of load resistance it can induce thru the rollers vs how the vehicle will actually be used........the rest has to be done or corrected on the road under actual environmental operating conditions & is why most tunes\tuners thought to be good are done thru remote tuning\remote tuners........), but all of Greg Banish's 3 books & his online Ford tuning materials--both 3V & Coyote\Ecoboost--has been a BIG help as Greg focuses on the sciences the OEM's use behind all of this & how to properly apply it all to get the most useable HP\TQ out of an engine across the board from a performance perspective while at the same time setup\maintain excellent drivability, legal emissions, optimal overall engine efficiency across the board AND how to tune to keep cats from getting destroyed during WOT operations w\ very little negative effect on WOT HP & TQ outputs, even when using FI--all w\o breaking any NDA's so his creditability in the OEM automotive industry is maintained...... Billy Godbold's book helps a LOT w\ understanding performance cam timing dynamics, design & usage.....especially when VCT, VVT or Tri-VCT is being used to optimally dial up & setup VCT mapping tables for performance--John Baechtel's book covers all aspects of automotive engine sciences......mostly physics around airmass flow & cylinder VE dynamics thru an engine & the mathematical equations surrounding street & performance engine building & operations which is a BIG help to use math to ensure that the engine
as a system is properly set up using the proper components\designs to match the performance goals, metrics & outcomes of the engine as the purposes intended for it to run in\under thus all works to complement each other & not against each other.......along w\ the use of good engine dyno simulation software--like DynoSim 6 (recommended by both Billy Godbold & John Baechtal.......I bought a copy for my use........a real time saver & optimizer tool.......), to run computer simulated engine dyno sweeps to get a handle on what shows to actually work vs what doesn't to save a LOT of time making actual datalog\dyno runs to then setup & dial in good VCT mapping to optimize a cam profile used in this engine........once an accurate engine model is created in the software so that the data it spits out can be useful..........remember w\ any computer (this includes ECU's.....) is only as good as the setup info programmed into it.........IOW's garbage in always equals garbage out.
The rest comes from effectively learning how to & using datalogging to capture as much actual engine parameter operations as well as ECU operations in real time.......including all subsystem operations--like EVAP, IM Readiness monitoring, fuel delivery, knock detection, CMCV operation, etc--to then see where & how 1 can go in & reprogram the ECU's calibration to take full advantage of all of the actual cam timing profile being used along w\ all of the other aspects across the board so all is seamless as well as optimal in operations.
That's why I sent you a copy of my CMCV load% opening settings tailored to your car's MY MT calibration strategy in that thread for consideration so the data contained in it would be plug & play if used as I've already worked all this out according to actual calc'd engine load% or VE thru the closed CMCV's in relation to actual engine RPMs--determinator of said engine load% or VE along w\ the cam timing events--thus the size of the TB being used doesn't really matter as the ECU's Torque Management thru DBW throttle control will accurately position the TB TBA to match the load% thus will shield the CMCV's from getting into sonic flow before the ECU can then open them fully........that is, if the TUNER does the tuning properly (meaning accurately) up front for the TB's actual physical PTA & EA parameters from idle to WOT & doesn't go in & disable TM...........
Enough on this in here.............anymore, we'll need to take it off the forums.............
Hope this helps.
