since i got my xcal2 with rogue tunes i've wondered if it's worth adjusting the settings or is it just best to leave it be?

 

I've done a fair amount of chaning and datalogging. I have settled into maxing timing, leaning out 4%, and increasing shift firmness 10% on the 1-2 2-3 and 0% for the others.

Rich

 

+ timing and - fuel doesn't cause a pinging problem?

 

on the topic of shift firmness, every now and again when i accelerate from a stop to second gear, then stop, i hear a loud clunk coming from behind the cabin. shifting too firm maybe?

 

if my 87 mpg tune is making the exaughst too lean could i adjust something to make the CEL go away?

 

By 'to lean' I am supposing your meaning too much fuel mixture is coming through, and the engine isnt burning it quick enough before it is exhausted.. try lowering your fuel mixture.. or try running a higher octane, perhaps a 91 and see if that helps a bit?

 

how much should i lower it? would i get another CEL if it's too low perhaps?

 

You'd think would'nt ya. But not on mine. I even went down to 87 octane on the 93 tune too! Had no audible ping and saw no knock sensor counts.
I generally run 93sunoco or shell anyway so it's not something I'm too worried about.

Oh and for you gear heads.. I found the best trap speed at 4% leaner. The richer it is the smoother it runs up through the gear. But the 4% lean setting was making the best power as indicated by trap speeds. I'm thinking with a one ranger colder plug the 6% might gain a little more. You can feel it has more punch down low.. but when pulling up through 2nd and 3rd it's just not there. (Trap speeds will fall by 1/4 mph)

Rich

 

Lean means not enough.

 

so increasing fuel mix, any idea how much, or a little at a time until no CEL?

 

fred sent me a new 87mpg tunefile so i'll give that a shot tomorow.

 

You won't see a single Knock Count, ever.
The latest PCM calibrations retard knock by the CYLINDER, not globally. The retard counts only count up for global retard hits. You have to either use AdvantageIII to change to global knock (JUST for testing), or you will have to look at the knock PER CYLINDER. Now, increasing the timing is risky, you can be increasing the timing enough to cause radical retards in the timing. If you see a hit, it is because you managed to ping all 6 cylinders in a short time - Very bad.

I've got 8 hours and 15 pulls on an '06 to back it up. Good times.

Best to trust your tuner and LEAVE the settings as is.
If you don't trust your tuner, find another.

Playing with fuel will do little as well - it is there as a patch only. The real magic comes form the MAF Transfer - and that is not user adjustable.

 

Go to the user settings and back off 5% on the shift pressure to see if it goes away. If not, remove the tune and see if it is a mechanical problem (u-joint).

I recommend testing all tunes shortly after you get ANY tuner right when you get it, it won't give you detailed data on performance but you can check all the shifting, idling and starting. Then, over the next few tanks, you can change the octanes to verify performance. If one tune is hinky, the others may have similar issues, or it may be a fluke.

 

Thanks for your input Fred.

I've been datalogging and datalogging to learn as much as I can. The tune I now have is very good w/o any changes. Knowing *now* that you have done an 06 I wish I had gone with you to begin with.

I do have one question if your willing to answer?
Will I hear it on this ranger if I go over the line? (I'm very familiar what knock sounds like)

Regards, Rich

 

thanks for the help fred, i'll give that a shot. i did hear it in all three tunes, if i still get the clunk i'll take it to a buddy and see if he can take a look at the u joints.