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Happy Easter everyone! I had a little time to do some of my own comparisons today between engine tunes and how they affect the transmission. I'll be bluntly honest, Diesel Theory is not my thing. I know transmissions way better. I decided to log a few things extra. There's a ton of data here in a few graphs.

I don't think I could have gotten this lucky again. These logs were both exactly 57 seconds long from start to finish. These are both at a zoom of 10 Seconds.

Bottom Graph is VSE tune Level 3 (Vse has 5 Active slots)

Top Graph is MO tune Level 2 (MO has 4 active slots now)

I can't exactly elaborate on some of the data, as I honestly am still educating myself on some of this. I will do my best to explain to my best abilities, but if someone sees something I am wrong about, Please educate me. I am not above being wrong here. Gas theory, and Diesel Theory are two different animals.

MO has a pretty consistent fuel rate through the pull. Because of this, It appears that it has a more consistent injection pulse width through the pull as well. The injection timing, and pulse width are affected at the time of shifts. I believe this is what is allowing for the instant return of fueling because the driver demanded torque remains between 90% and 100% though the pull, and actual output is 110% during a pull, and drops on shifts. The Ecm has a Reference torque value of 879LB FT tq.

VSE has a different strategy that affects the way the power is brought back on as shown in the graphs. VSE has an Engine reference torque value MUCH higher than the MO tune at 1401LB Ft. The timing in the VSE file is relatively unchanged through a pull.

MO is using a closer to factory torque model, while VSE is Rescaling the ECM torque model. This is likely why the Fuel rates are higher in the MO file than the VSE file. (Someone correct me if I am wrong here) I also am assuming this is why the fuel rate drops at the time of shift, then ramps right back up.

Remaping injector flow characteristics is also a way to manipulate fuel rates as well. The torque model, and injector characteristics go hand in hand. - This all affects the way torque management works.

I would imagine that vse is able to achieve a higher injection advance due to the Lower injector PW

These are two totally different tuners, with two totally different strategies.

It does appear that VSE has rescaled things correctly, or very close to achieve a shift that doesn't feel like mush and is allowing the PPEI trans File to work with it well. It does ramp the injection PW back in making for less stress on things. Take notice to the RPM dips on both logs in the top box, White line. I zoomed in on it to give more resolution during the pull.

The MO file is a hotter tune in my opinion, and very well could be why we aren't seeing such a dramatic drop in rpm at shift times. However it is working well with the PPEI trans file as well.

I haven't wanted to release much data until I could verify my concerns. I have had issues keeping rpm's under control at desired shift times. Please do not worry about the RPM I am shifting at, or the Converter Lock up.

I have an issue that we are working on trying to figure out. We are not sure if there's an issue with the tcm I got from HPtuners or if I am having an issue with my converter.

We do know that my converter is looser than some and it doesn't couple as fast as others (Not talking about lock up coupling, Viscous coupling). - I was asking a bunch of people to send me logs so that we can compare this data to see if these are getting loose with age, or if mine is just tired from all the miles towing. If it's an age thing, I am working with these guys to modify their files to allow a little more variance from truck to truck. Though I can say I doubt any of you would ever notice the difference driving the truck. This is more so aimed at the all out drag race situation, however it does affect overall times if it isn't adjusted for in the tune. - I will elaborate in another post.

Due to all of this, Kory Willis did tell me last night he secured me a triple disc converter, and I could see it as early as next week. I do want to make a shoutout to him for this. I do appreciate these guys noticing the work that I am putting in to help you all. I will be making some comparisons of the stock converter vs the triple disc for you all to see. I have countless hours now into this. I'm doing this for you all so that you know what works and what doesn't. I am wrapping up with the VSE and PPEI trans tunes, and I am going to head onto the MO TCM tunes next. Once I have them done, I will release my final thoughts on the 10 speed trans tuning

Stay Tuned my friends, Enjoy your Easter, and I will be looking forward to sharing with you guys everything I can offer. - If you haven't bought the trans tuning yet, Hang tight. I think you'll be happy you did!