[86GT]

Yes only if the ISC neutral is correct.

[Cougar5.0]

Thats not neccessarily true. Once I had my base idle set properly I was having a problem with the car stalling out when coming to a stop with the a/c on. I had to open the throttle set screw a little more (1/4 turn and probably because I was trying to target a lower idle point than what you have yours set to at the time) than what I had originally adjusted and fine tuned PSIBRN to get the car to not stall out anymore. That along with your settings worked perfect for me and my car is n/a so go figure. Adjusting PSIBRN and your settings is what worked for me. The reason I mentioned adjusting the throttle stop screw is because from what roh92cp is describing with his isc bottoming out at 18 his base idle is not set properly and the base idle on his car needs to be reset before he continues with his adjustments. Seems like right now he is p1ssing up a wet rope and needs to go back to the basics and start from the beginning and working from there. I have a good feeling that once he gets his base idle reset properly and uses your setting his car will be back to idling perfectly as yours and mine are.

Well, my point was that when you adjusted the stop screw, the ISCDC had to change to compensate since they work against each other and there's only 2 sources of intake air at idle 1) what gets past the TB (stop screw adjust) 2) what the ISC passes (ignoring leakage). Obviously if you change the idle setpoint then you'll have to adjust the throttle stop since what the ISC can pass is pretty much fixed when the DC is correct.

As far as a N/A car working with my settings, that's not surprising since with my bypass open at idle, the car is more or less a N/A car at idle with just a small load on it to turn the S/C.

[roh92cp]

Cougar qoute "Obviously if you change the idle setpoint then you'll have to adjust the throttle stop since what the ISC can pass is pretty much fixed when the DC is correct".

I'm confused with this statement Cougar. Are you saying you set the idle set point by adjusting the throttle stop screw.

[Cougar5.0]

Cougar qoute "Obviously if you change the idle setpoint then you'll have to adjust the throttle stop since what the ISC can pass is pretty much fixed when the DC is correct".

I'm confused with this statement Cougar. Are you saying you set the idle set point by adjusting the throttle stop screw.

No. I'm saying that the ISC duty cycle is predominantly controlled by the throttle stop screw.

[86GT]

No. I'm saying that the ISC duty cycle is predominantly controlled by the throttle stop screw.

And the throttle body air flow scalar.

[Cougar5.0]

No. I'm saying that the ISC duty cycle is predominantly controlled by the throttle stop screw.

And the throttle body air flow scalar.

True, the throttle body airflow scalar is an input that tells the computer how much air is getting past the throttle based on the throttle stop screw location. The remainder is what sets the ISC duty cycle. Since only one position of the screw will allow the ISC to be properly centered (correct nominal duty cycle), the throttle body airflow scalar is really not truly a variable but a calibration constant. Fortunately the ISCKAM can compensate for a certain amount of error in the TB airflow number, thus assuming the TB airflow number is accurate (or close enough) based on your chosen idle speed, the only remaining dial in for the ISC duty cycle is the throttle stop - which I've had to adjust as little as 1/16th turn to get the ISC duty cycle in the right range.

[roh92cp]

So with what your saying it seems to me most of the idle set procedures are missing this important fact of setting base idle to get the ISC DC correct. What I've been doing is pulling both spout and ISC connections and then setting base idle to the lowest possible idle without engine stall which is around 750 rpm. So what I should be doing then is leaving ISC plugged and adjusting base idle with stopscrew until I achieve @ 35% ISC DC right.

Cougar just to get this clear when you say "idle setpoint" you mean base idle set by stop screw correct or is the idle setpoint you reffer to set in the idle scalar if so which one.

[EDS50]

Here is how I reset my base idle:

1. Disconnect the battery's negative terminal to reset/clear the computer's memory. Leave it disconnected for 30 minutes. WARNING: Whenever removing your battery cables ALWAYS disconnect the negative battery cable first and reconnect it last. Otherwise you could destroy your computer or cause a battery explosion.
2. Disconnect the plug going to your idle motor which is located on the front of your throttle body.
3. Reconnect your battery's negative terminal.
4. Start the engine, and set the idle to the rpm you want with the stop screw on the bottom of the throttle body.
5. Turn off the engine.
6. Reconnect the plug on the idle motor
7. Make sure all accesories (radio, blower motor, a/c, lights, etc) are off and start the engine.
8. Let engine run for two minutes.
9. Turn engine off and wait two minutes then restart engine and let idle for two minutes with all accesories on.
10. Adjust the TPS voltage to be within the range of .84 -.99 volts. This part is not that critical as long as its within range. I think I set mine to .93.

[Cougar5.0]

So with what your saying it seems to me most of the idle set procedures are missing this important fact of setting base idle to get the ISC DC correct. What I've been doing is pulling both spout and ISC connections and then setting base idle to the lowest possible idle without engine stall which is around 750 rpm. So what I should be doing then is leaving ISC plugged and adjusting base idle with stopscrew until I achieve @ 35% ISC DC right.

Cougar just to get this clear when you say "idle setpoint" you mean base idle set by stop screw correct or is the idle setpoint you reffer to set in the idle scalar if so which one.

I think you understand what I'm saying. When I talk about idle setpoint, it's always the commanded idle NUBASE (or DRBASE in drive if you have an auto.) I understand the procedure where you set the idle 122 RPM below the commanded with the ISC unplugged yada yada yada, that's all well and good, but with a big ol' throttle body just a slight turn of the stop screw has a large effect on the airflow. So sure, the first time to set your idle with a new throttle body, it's probably a good idea to set the idle 122 RPM below with ISC disconnected (spout too if that's gonna fight you). Then plug in the ISC and display the ISC duty cycle using BE. If it's good, you don't have to do anything, but otherwise you can raise the ISC duty cycle (if it's too low) by turning the idle screw a tiny bit counterclockwise and waiting for it to settle. If the ISC duty cycle is too high (not enough air past the TB), you can't screw the stop screw clockwise while the car is running, or it'll think it's in part throttle and the ISC will open up and the engine will suddenly rev. Turn the motor off, turn in the set screw, and then restart if you need to turn the idle stop screw in. Now all of this assumes that you can get the idle to be steady at least close to the set RPM. If not (and you set the stop screw per procedure and used EA to give a good approximation of the throttle body airflow), you may have other issues (leaks, MAF issue, injector issue etc.). If all goes well you should be able to dial in the ISC duty cycle pretty nicely, though you need to go for a drive and check it again after setting it, it can change somewhat after you think you've got it perfect. I reset KAMs using a "bad tune" position, so that's never an issue.

Edit: clarify that idle stop screw can only be turned in when engine is off.

[86GT]

Cougar is correct. The only thing I can add is that you will need to turn the car off and then back on so that the EEC can record the new lower limit of the TP (TPRATCH). This is only if you rased (Turned IN) the idle set screw. By turning it in the TP will increase. Therefore you may cross the thresshold of putting the EEC into part throttle.

Just keep it in mind that once the idle set screw is played with that you will need to restart the car.

[roh92cp]

Great explanation on the idle set guys. I know what I was doing wrong now, I was not setting the idle set scew moving it in or out with the motor running. I'll try it again the right way.

I don't have EGR anymore, can you tell me if I can disconnect all the vac routing on the left side here where I circled. I found that the rubber connection block leaks when I put some air to it, not sure if it would leak under vaccum but if I don;t need it I'll disconnect all that. I spent 5 hours testing my entire intake system and intecooling air track for leaks what a pain in the neck. I am confident now that I have no leaks except for that rubber air connection block. I tested everything with a spayer and soapy water and tested the entire track with my boost gauge.

[roh92cp]

Boys... the stalling issue persists. I tried the idle reset as per Cougar and Clints instructions. It takes the smallest tweak of the idle screw 1/8 turn to go from 40% ISC to 18. The car idles very nice now, but when I blip the throttle it rises and falls to below idle fast and then stalls. I tried lowering the number in ISC decay rate thus adding time to it. I kept changing the numbers lower and lower but never saw a change. Something must be keeping the Decay rate function from working. I also tried all your idle and ISC settings Cougar and Clint I used you tune and my MAF transfer and same thing as my tune it idles great but ISC will not catch and hold the idle on decel or when in nuetral idle and when throttle is raised. I'll try and get some logs tonight of the air flow.

[Cougar5.0]

How high of flow before you reduced the decay rate? Did you rescale the x-axis so you can adjust the decay rate at higher flows (like change the .75 to 2 lb/min)?

I've never touched it, but perhaps increasing the max. preposition in FN882 will allow the dashpot to open more since higher idles (like mine & yours) have a flow of like 1lb/min already & this function is at 1lb/min @ 1500 RPM. Perhaps the dashpot is hardlly opening due to this function - change 1500 to like 1.5 & 2000 & above to like 2.1 so it's proportional to the stock tunes' step above idle. I might try this as my idle also dips a little too much when I blip it (though it never stalls.)

[roh92cp]

How high of flow before you reduced the decay rate? Did you rescale the x-axis so you can adjust the decay rate at higher flows (like change the .75 to 2 lb/min)?

I've never touched it, but perhaps increasing the max. preposition in FN882 will allow the dashpot to open more since higher idles (like mine & yours) have a flow of like 1lb/min already & this function is at 1lb/min @ 1500 RPM. Perhaps the dashpot is hardlly opening due to this function - change 1500 to like 1.5 & 2000 & above to like 2.1 so it's proportional to the stock tunes' step above idle. I might try this as my idle also dips a little too much when I blip it (though it never stalls.)

Cougar in FN882 are you saying to change the RPM or lb/min values.

[Cougar5.0]

How high of flow before you reduced the decay rate? Did you rescale the x-axis so you can adjust the decay rate at higher flows (like change the .75 to 2 lb/min)?

I've never touched it, but perhaps increasing the max. preposition in FN882 will allow the dashpot to open more since higher idles (like mine & yours) have a flow of like 1lb/min already & this function is at 1lb/min @ 1500 RPM. Perhaps the dashpot is hardlly opening due to this function - change 1500 to like 1.5 & 2000 & above to like 2.1 so it's proportional to the stock tunes' step above idle. I might try this as my idle also dips a little too much when I blip it (though it never stalls.)

Cougar in FN882 are you saying to change the RPM or lb/min values.

The lb/min values - look at it, you'll see what I mean.

[Cougar5.0]

Well, I tried messing around with the functions above with some success. It's easy to make things worse if you go too far! Mostly when I tap it until up to 1300-1500 it will still dip a bit below normal idle, otherwise it's better than it was (dip less overall). Of course tapping the throttle just to see if you can get the idle to dip or stall is kind of silly unless you're simply testing it.

[roh92cp]

Well, I tried messing around with the functions above with some success. It's easy to make things worse if you go too far! Mostly when I tap it until up to 1300-1500 it will still dip a bit below normal idle, otherwise it's better than it was (dip less overall). Of course tapping the throttle just to see if you can get the idle to dip or stall is kind of silly unless you're simply testing it.

I also found some initial success with your suggestion to ajust the lb/min values in the isc dacay rate and the FN882 function, but only after I added from 1.10 to 1.40 at my idle target in FN 875N idle ISC netrural idle air. It seemed to work the decay rate was now responding and idle was hanging up nice. After another hour of testing it all went back to crap stalling and the idle would only hang now if I reved it past 1700 rpm. Like you Cougar small blips of the gas just above 1100 rpm resulted in no idle hang and low dip stumble stall. Crapppppppp.....

Maybe I need to go back and try again with less change in the FN879 and FN882 and FN875N like you mentioned to much change made things worse.

[Cougar5.0]

OK, I got something that definitely helps. I was reading about DASPOT settings

The DASPOT value is adjusted as TP changes to provide the desired dashpot action to decelerations as initiated over the range of possible engine operating conditions. Separate filter constants are available (TCDASU/TCDASD) to control the response of DSTPBR as described above.

The following calibration constants control operation of the dashpot preposition strategy:

DASPTO = An offset term applied to the DASPOT calculation. Insures at least some dashpot airflow on rapid tip-in/tip-outs. ..Typical value - 0.10 lbs/min.

DASPTK = Gain associated with the desired DASPOT airflow. To calibrate this value first determine the throttle position above RATCH at which maximum DASPOT airflow is desired. Subtract DASPTO from FN882 and divide the result by the throttle delta between RATCH and this maximum dashpot airflow to determine the DASPTK value. ..Typical value - 0.002 Lbs per min/TP count.

FN879 = A background driven decrement to the dashpot preposition airflow register (DASPOT) as a function of DASPOT. FN879 can be calibrated to achieve an exponentially decaying dashpot which is useful in decaying the large DASPOT values used to control over-rich tip-out conditions. Typical vaues - (0, 0.001) (.1, .002) (.3, .006) (.75, .05) (2.00, .10)

FN882 = Maximum allowed dashpot pre-position airflow. DASPOT calculation clipped at this value. ..Typical value - 100% of base idle airflow requirement.

At first I thought I'd increase the DASPTK, but besides finding that the conversion in the def file is off by a factor of 25 (should be 0.0024, not 0.0600), I also found that it was apparently maxed out already (strange). Anyway, when I logged tip-ins, I noticed that the majority of the DASPOT was the offset (DASPTO) that I had changed from the stock 0.05 to 0.15 lb/min. See plot below which includes a dip after a quick tip-in/tip-out.


After thinking about it for a sec, I decided to just add more DASPOT offset, DASPTO. I doubled it to 0.30. See plot of similar tip in below:



Consistent? See below (don't be alarmed at how big DASPOT looks, it's scaled up by 1000):


Try it, I think you'll like it!

[roh92cp]

OK, I got something that definitely helps. I was reading about DASPOT settings

The DASPOT value is adjusted as TP changes to provide the desired dashpot action to decelerations as initiated over the range of possible engine operating conditions. Separate filter constants are available (TCDASU/TCDASD) to control the response of DSTPBR as described above.

The following calibration constants control operation of the dashpot preposition strategy:

DASPTO = An offset term applied to the DASPOT calculation. Insures at least some dashpot airflow on rapid tip-in/tip-outs. ..Typical value - 0.10 lbs/min.

DASPTK = Gain associated with the desired DASPOT airflow. To calibrate this value first determine the throttle position above RATCH at which maximum DASPOT airflow is desired. Subtract DASPTO from FN882 and divide the result by the throttle delta between RATCH and this maximum dashpot airflow to determine the DASPTK value. ..Typical value - 0.002 Lbs per min/TP count.

FN879 = A background driven decrement to the dashpot preposition airflow register (DASPOT) as a function of DASPOT. FN879 can be calibrated to achieve an exponentially decaying dashpot which is useful in decaying the large DASPOT values used to control over-rich tip-out conditions. Typical vaues - (0, 0.001) (.1, .002) (.3, .006) (.75, .05) (2.00, .10)

FN882 = Maximum allowed dashpot pre-position airflow. DASPOT calculation clipped at this value. ..Typical value - 100% of base idle airflow requirement.

At first I thought I'd increase the DASPTK, but besides finding that the conversion in the def file is off by a factor of 25 (should be 0.0024, not 0.0600), I also found that it was apparently maxed out already (strange). Anyway, when I logged tip-ins, I noticed that the majority of the DASPOT was the offset (DASPTO) that I had changed from the stock 0.05 to 0.15 lb/min. See plot below which includes a dip after a quick tip-in/tip-out.


After thinking about it for a sec, I decided to just add more DASPOT offset, DASPTO. I doubled it to 0.30. See plot of similar tip in below:



Consistent? See below (don't be alarmed at how big DASPOT looks, it's scaled up by 1000):


Try it, I think you'll like it!

My fingers are still crossed as I've had things work for a while and then some how undo. Cougar I changed DSPTK to 0.0024 and the DASPOT to 0.30 doubled like you said. The changes did work as I have not had any stalling yet, however it still dips too low sometimes. Any remondedation on adjusting for that low dip.

[mikenstang]

I've been following this post because I had been fighting this same issue for months. ( my link for "what is in command after start "was referenced early on in this post) I did finally resolve it on my car. The short fix was no magic bullet per say.. but....Assuming mechanically your car is good and the ususal MAF, Inj slopes etc are good... Try this..

Set all your dashpot settings back to stock:

Adjust the ISC Neutral Idle airflow and TB Air flow scalar according to EA then... I added increments of 0.1 to the Air colum for 1200RPM and under, I kept adding until my idle actually had a hang issue at 1500 rpm, then I subtraced as necessary.

The other item I changed was MAF below your Idle setting. ( I.e if your Idle is at 1v, then lean or richen all MAF values under the 1V. The reason is that when your car starts to stall the MAF is using these values for a breif moment. This really helped my stall issue. It is a bit of trial and error becaue even with the WB it is hard to see which was you need go during a stall (rich or lean)

Once you have done this go back and adjuts your Dashpots as necessary

One last thing, after you make these changes give your car a chance for a few days to settle in. Sometime it will get worse, sometimes it will get better, depending on adaptive. I have ben running mine now for over a month with no stalling and the start up issue is gone hot, cold or warm.. she will fire and idle without any input from me, No problems...

[Cougar5.0]

My fingers are still crossed as I've had things work for a while and then some how undo. Cougar I changed DSPTK to 0.0024 and the DASPOT to 0.30 doubled like you said. The changes did work as I have not had any stalling yet, however it still dips too low sometimes. Any remondedation on adjusting for that low dip.

Ugggh, I said that DASPTK was off by a factor of 25 in the definition file, thus 0.06 is EQUAL to 0.0024! By changing it to 0.0024, you made the number that's multiplied by TP (above idle) to set DASPOT for NORMAL (not quick) throttle movement 25 times smaller!

Basically all you have left is the 0.3 DASPTO for DASPOT since you basically zeroed out the normal thing that sets the DASPOT. When I said it was maxed out and I thought that was weird because I wanted to make it bigger, that wasn't a secret signal that I wanted you to make it 25 times smaller Now just set DASPTK to 100 then hit enter, it will go to it's max setting of 0.06.

BTW, for those who are wondering why this works, it's because larger than stock TBs provide more air for the same amount of throttle movement. So, just like accel fuel, DASPOT is based on throttle movement (TP counts * DASPTK), so making DASPTK bigger (which isn't possible since it's maxed out already) & increasing the offset (DASPTO) for quick tip-ins will fix this tip-in/out bog. I just made the DASPTO much bigger and it fixes any dip from quick tip-in/tip outs. It's working exactly as Ford intended it to.

[roh92cp]

My fingers are still crossed as I've had things work for a while and then some how undo. Cougar I changed DSPTK to 0.0024 and the DASPOT to 0.30 doubled like you said. The changes did work as I have not had any stalling yet, however it still dips too low sometimes. Any remondedation on adjusting for that low dip.

Ugggh, I said that DASPTK was off by a factor of 25 in the definition file, thus 0.06 is EQUAL to 0.0024! By changing it to 0.0024, you made the number that's multiplied by TP (above idle) to set DASPOT for NORMAL (not quick) throttle movement 25 times smaller!

Basically all you have left is the 0.3 DASPTO for DASPOT since you basically zeroed out the normal thing that sets the DASPOT. When I said it was maxed out and I thought that was weird because I wanted to make it bigger, that wasn't a secret signal that I wanted you to make it 25 times smaller Now just set DASPTK to 100 then hit enter, it will go to it's max setting of 0.06.

BTW, for those who are wondering why this works, it's because larger than stock TBs provide more air for the same amount of throttle movement. So, just like accel fuel, DASPOT is based on throttle movement (TP counts * DASPTK), so making DASPTK bigger (which isn't possible since it's maxed out already) & increasing the offset (DASPTO) for quick tip-ins will fix this tip-in/out bog. I just made the DASPTO much bigger and it fixes any dip from quick tip-in/tip outs. It's working exactly as Ford intended it to.

Crapp I could screw up a wet dream..... So Cougar I set DASPTK to max 0.6 and keep DASPTO doubled at 0.3 right???

[EDS50]

My fingers are still crossed as I've had things work for a while and then some how undo. Cougar I changed DSPTK to 0.0024 and the DASPOT to 0.30 doubled like you said. The changes did work as I have not had any stalling yet, however it still dips too low sometimes. Any remondedation on adjusting for that low dip.

Ugggh, I said that DASPTK was off by a factor of 25 in the definition file, thus 0.06 is EQUAL to 0.0024! By changing it to 0.0024, you made the number that's multiplied by TP (above idle) to set DASPOT for NORMAL (not quick) throttle movement 25 times smaller!

Basically all you have left is the 0.3 DASPTO for DASPOT since you basically zeroed out the normal thing that sets the DASPOT. When I said it was maxed out and I thought that was weird because I wanted to make it bigger, that wasn't a secret signal that I wanted you to make it 25 times smaller Now just set DASPTK to 100 then hit enter, it will go to it's max setting of 0.06.

BTW, for those who are wondering why this works, it's because larger than stock TBs provide more air for the same amount of throttle movement. So, just like accel fuel, DASPOT is based on throttle movement (TP counts * DASPTK), so making DASPTK bigger (which isn't possible since it's maxed out already) & increasing the offset (DASPTO) for quick tip-ins will fix this tip-in/out bog. I just made the DASPTO much bigger and it fixes any dip from quick tip-in/tip outs. It's working exactly as Ford intended it to.

Crapp I could screw up a wet dream..... So Cougar I set DASPTK to max 0.6 and keep DASPTO doubled at 0.3 right???

0.06

[roh92cp]

My fingers are still crossed as I've had things work for a while and then some how undo. Cougar I changed DSPTK to 0.0024 and the DASPOT to 0.30 doubled like you said. The changes did work as I have not had any stalling yet, however it still dips too low sometimes. Any remondedation on adjusting for that low dip.

Ugggh, I said that DASPTK was off by a factor of 25 in the definition file, thus 0.06 is EQUAL to 0.0024! By changing it to 0.0024, you made the number that's multiplied by TP (above idle) to set DASPOT for NORMAL (not quick) throttle movement 25 times smaller!

Basically all you have left is the 0.3 DASPTO for DASPOT since you basically zeroed out the normal thing that sets the DASPOT. When I said it was maxed out and I thought that was weird because I wanted to make it bigger, that wasn't a secret signal that I wanted you to make it 25 times smaller Now just set DASPTK to 100 then hit enter, it will go to it's max setting of 0.06.

BTW, for those who are wondering why this works, it's because larger than stock TBs provide more air for the same amount of throttle movement. So, just like accel fuel, DASPOT is based on throttle movement (TP counts * DASPTK), so making DASPTK bigger (which isn't possible since it's maxed out already) & increasing the offset (DASPTO) for quick tip-ins will fix this tip-in/out bog. I just made the DASPTO much bigger and it fixes any dip from quick tip-in/tip outs. It's working exactly as Ford intended it to.

Crapp I could screw up a wet dream..... So Cougar I set DASPTK to max 0.6 and keep DASPTO doubled at 0.3 right???

0.06

Whats is funny about 0.06, I'm not laughing :- (

[Cougar5.0]

Crapp I could screw up a wet dream..... So Cougar I set DASPTK to max 0.6 and keep DASPTO doubled at 0.3 right???

Yep, the DASPTO helps the quick tip-ins - 0.3 works good, though I may lower it to 0.25 as it looks like it could be slightly smaller based on the pics above. DASPTK is for normal cruising (or longer/larger tip-ins) when you take your foot off the gas. So as I said, just type a huge number in for DASPTK and hit enter, it will go to the highest possible value, 0.06 (actually 0.06000042 since the person who maintains the definitions is obsessed with digits (I keed, I keed!))



(ignore the fact that that number should actually be 0.0024)

[roh92cp]

Crapp I could screw up a wet dream..... So Cougar I set DASPTK to max 0.6 and keep DASPTO doubled at 0.3 right???

Yep, the DASPTO helps the quick tip-ins - 0.3 works good, though I may lower it to 0.25 as it looks like it could be slightly smaller based on the pics above. DASPTK is for normal cruising (or longer/larger tip-ins) when you take your foot off the gas. So as I said, just type a huge number in for DASPTK and hit enter, it will go to the highest possible value, 0.06 (actually 0.06000042 since the person who maintains the definitions is obsessed with digits (I keed, I keed!))



(ignore the fact that that number should actually be 0.0024)

Cougar should I leave my Daspot setting rescaled for higher flow rates and the FN882 as well. Or should I return them both to stock now since adjusting DASPTO.

[Cougar5.0]

Cougar should I leave my Daspot setting rescaled for higher flow rates and the FN882 as well. Or should I return them both to stock now since adjusting DASPTO.

I did all those same adjustments too, then did the DASPTO thing and it's like perfect now, so I ain't messing with success. You could take logs like I did and do every possible tip in and see how smoothly the RPMs come down to idle. If you have a QH, you can make these adjustments on the fly till your hearts content!

Remember, the badness we were seeing was because we were not getting enough DASPOT to control the undershoot after a quick tip-in/out. (In fact, it was when you mentioned that it seemed like we weren't getting any DASPOT at all that started me a thinkin' ). Now that we're actually getting enough DASPOT, the effect of the changes we made to FN879 & FN882 can be looked at as well, but not by me (well, unless it starts acting up next time I drive it.)!

[roh92cp]

Cougar I raised DASPTO some more as I was still getting some low dip stuff its now .3999 I also raised my throttle body airflow to 1.100 and now my ISPBIR is log shows I'm near .007

[Cougar5.0]

Whatever works for you - you've got that big old air-spring after the TB, so it doesn't surprise me that your adjustments will need to be more radical than mine.

[roh92cp]

Whatever works for you - you've got that big old air-spring after the TB, so it doesn't surprise me that your adjustments will need to be more radical than mine.

Since it seems I'm doubling up on most of my T/B airfow and ISC stuff shouldn't my ISC transfer also be upped. I still have the stock settings there. I know I know I should have have EA calc that, but I don't know EA for crap everytime I read and try and use it something doesn't work right. Clint has offered to help me with that I think I need to get him a log ASAP.