Hey Guy's,

Just got the edge for my 1998 F150.. I have the 5.4 and 4.56 gears with 35 inch tires with a Truetrac... I want to get the most out of my EDGE so I'm asking for different custom programming suggestions, like with WOT, shift point's, Shift fimness.. If you can help me, please do, I run 91 octane all the time and want to run level 3...

I got this truck 2 years ago, completely stock.. The guy I got it from just put a new 5.4 in it because of a spark plug blowout, It has only 19,000 miles on the new engine, I still have 1 year to go on the warranty, I change my oil every 3,000 miles and do all my maintenance myself...

thank's

Robert Currie
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1998 F150 Supercab Flareside Lariat, 5.4, 4.56 gears, Truetrac, 35'' Pro-Comps W/ Pro-Comp Wheels, 7.5 Fabtech Lift, Fiberglass Front Fenders, K&N Intake, Flowmaster, Expy Center Console, 7000K headlights W/ Clear lenses, Clear Corners, Tint all around, Edge Evolution II ...

NEXT MOD: Kenwood 717DVD, 2 Kenwood Amp's - Mono 1100 Watt and 4ch. 850 Watt, 2 Pioneer Shallow Mount 10'' subs, Music Moose Box, Pioneer 6x8 Door and Rear Speakers-All this stereo stuff is in my room waiting to get installed, no time right now to install it myself...

 

I filled mine up with 93 octane today and ran level 3 default and then I customed it to +1 timing, WOT fuel 1.65, WOT shift firmness 6, speed lim 110 and it was a decent improvement over default level 3. Level 3 IMO feels a lot more powerful at WOT than the level 2. I read on another post to adjust your timing= you add +1 timing to every 2 points of octane over or under recomended octane. So if your me, 93 octane, and the level is made for 91 octane, thats 2 points higher so id add +1 timing, if I ran 87 octane id run -2 timing just listen to your engine if you here a little pinging you can adjust your timing in incraments until you don't hear it anymore.

 

Hi.

If you are going to arbitrarily add advance, and base the results on what you can 'hear', do yourself a favour and at least use the PID logging functions of your device to assess what's really happening by doing that change.

Do you know that adding too much advance can actually reduce power?

Using your ears for tuning adjustments is plain dumb, because incipient knock cannot always be detected due to the advanced, fast knock detection system in these late model trucks.

What you need to do, back-to-back, is log a 2nd gear pull (do it safely!) with the default settings and capture the results ( I think the E will trap the timing PID? ). Then go add your 1 degree, and do it again. You'll see if the PCM is pulling timing or not, whether you hear anything or not.

My point is - you paid for all that functionality, you should use it. The only guy I know who is using PID logging with an E is Bluegrass. Shame on the rest of you.

'Plug & play' is only valid if you leave the settings alone - change anything without regard to the consequences becomes 'plug & pray'.

Cheers
Bubba

 

It's unfortunate that there is little real guide lines from EGDE for using the Monitors on the EDGE tuners.
It would take a greatly expanded book to cover and educate on all the aspects of using it. Some will not be bothered and some would make use of the info.
It does take an understanding of what you are seeing in order to be able to use the trends seen on the PID monitors and 1 minute performance recording functions.
Since you can't always hear spark knock and what it does to pull timing back, slow changes large enough to be detected are the ways to make use of the tuner to maximize performance.
I gave an explanation in another thread for using the Ave MPG, Instant MPG in obtaining the best fuel mileage by training the foot to keep the least throttle needed to keep the truck going.
The same thing can be done using the ignition monitor and some other PIDS.
It is my opinion so far, from watching the ignition timing actions, that the stock OEM programmed timing is a bit too retarded and contributes to poor throttle response. This requires a + change but should be done on slow basis due to gas quality, octane rateing , loads pulled etc because not everyones application and style is the same.
Basicly you have the tools to do the tuning. It would be the same as done on a dyno except it's seat of the pants and some minor performance recording runs the tuner has to offer that can see the changes.

Do the PID recordings then take the tuner to your PC and down load the graphs. The graph scales are adjustable to get the best trace to view, then print them out for future compairison and study. Hand mark them with info so you can go back to any of the settings as needed.

As a futher example, take the MAF monitor for instance, you can see the mass air respond to the IAC modulations right at idle as the engine runs. Any idle faults should show up on the MAF reading as abnormal from what you normally see.
Charging system is another, program the voltage monitor and watch the action at starting and running and changes of loads. My truck runs at 14.3/3 solid at all times when the battery is charged and the system is performing as normal. Anything greatly different is a suspect depending on the age of the battery, the alternator health etc.
So you have a good bit of packaged capability in that tuner besides the performance programs.
What has helped is I have a copy of the major program lines the PCM uses in controlling many functions of the system and can often detect what might be a problem such as gear hunting after programming etc.
Good luck. There's lots to it and you gata be wanting to know and learn.

 

Hey Bluegrass,

I see your handle on alot of threads, You give some really good info and help, do you have an Edge Evo. II , if you do may I ask what your settings are?