- 345
- 499
- 63
- Location
- Texas Hill Country
Collecting while driving reminded me that once the torque converter is locked the rpm's are tied to speed and gearing, not the pedal. So, generally in 2C and 3C the pedal % and rpm's above matched, even under an uphill load.
Though watching our Bluefire glass dash readouts added in the engine torque and load percentage changes depending upon the actual load (down hill, level, up hill), which does potentially confuse the data.
In the end (without directly measuring the control voltage) the pedal percentage appears to provide essentially linear control voltage that while the torque converter is unlocked drives the rpm's. I am still thinking that a throttle control that would reduce the low end pedal control voltage and ramps up later in the pedal travel would offer better control and fuel economy in these vehicles. Without any response from those who understand the CAT ECM my thought is to do this between the pedal and the ECM, modifying the signal the ECM receives. If there is a better why to modify the ECM's response to pedal input that would be my preference–
Though watching our Bluefire glass dash readouts added in the engine torque and load percentage changes depending upon the actual load (down hill, level, up hill), which does potentially confuse the data.
In the end (without directly measuring the control voltage) the pedal percentage appears to provide essentially linear control voltage that while the torque converter is unlocked drives the rpm's. I am still thinking that a throttle control that would reduce the low end pedal control voltage and ramps up later in the pedal travel would offer better control and fuel economy in these vehicles. Without any response from those who understand the CAT ECM my thought is to do this between the pedal and the ECM, modifying the signal the ECM receives. If there is a better why to modify the ECM's response to pedal input that would be my preference–
Last edited: