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Old 03-27-2011, 03:58 PM   #1
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ScanGaugeII Observations

While on the 16 hour tow back to MN a couple of days ago, I decided to experiment with the ScanGaugeII. Specifically, I brought up LOD; which measures the % of total engine capacity currently being utilized at current engine RPM; and CTQ or Computed Torque figures. Generally I ran at about 80's of percent load. I used cruise control to keep steady speed and RPM (until a downshift happened). I noticed that, as a grade presented itself, the CTQ would rise as more throttle was fed. Also the LOD percentage would go up. Then as LOD hit 99%, you could observe the maximum CTQ (torque) that the engine was able to produce at that RPM. Any further throttle would product no result. It was at that point that the transmission would downshift. That, of course, raised the RPM. The higher RPM allowed the engine to produce the additional torque required to meet demand. The transmission programming is smart; allowing for peak torque production. You could essentially plot a torque curve then by doing the experiment at different selected initial RPMs. Torque does tend to begin to fall off in the higher RPM ranges so it may be different at 4,000 RPM and above. But most of my towing is 1,800 to 2,500 RPM and it seemed to be very consistent up to about 3,500 RPM. I personally refuse to run my engine any harder than that for any length of time. It seems easier on everything just to back off a bit and reduce demand when it gets to that point.

Well, I had to amuse myself SOMEHOW during that long grind home!
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Old 03-27-2011, 05:50 PM   #2
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I am going to have to check that out next time towing. I usually have the torque converter slippage, gear ratio, transmission temperature, and miles per gallon displayed on the gauge. Do you just scan the options with the buttons to get the LOD and CTQ ??
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Old 03-27-2011, 07:39 PM   #3
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I haven't been able to get CTQ to work on my truck. Not sure why.
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Old 03-27-2011, 08:39 PM   #4
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Yes. Just keep pushing the button. CTQ and LOD. What do you use for torque converter slip Chap?
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Old 03-28-2011, 08:37 AM   #5
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Originally Posted by acadianbob View Post
Yes. Just keep pushing the button. CTQ and LOD. What do you use for torque converter slip Chap?
If you mean what are the initials, I think SLP is the default, but I think that can be changed.....I haven't messed with that for a while.

If you mean why do I monitor that, I keep an eye on it to see when it locks up. I have learned a lot on how the truck works by watching the scan gauge. For instance, the 1st downshift that I feel from OD is not the transmission shifting from 4th to 3rd, but rather the torque converter unlocking. The next downshift is then 4th to 3rd. When turning off the OD while in 4th gear, the tranny shifts to 3rd as well as the torque converter unlocking, but if the truck is not under much load the torque converter will lock up again almost immediately. Of course, the torque converter should be unlocked any time the tranny changes gears.

Watching the SLP and gear ratio reading, I can keep up with what is going on with my gearing.......I do sometimes miss having a manual transmission.
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Old 03-28-2011, 08:52 AM   #6
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Does your SLP stays at 0.99 indicating a torque convertor lock up easily ? Mine stays at 0.99 almost all the time. Seeing a 1.00 is quite rare !
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Old 03-28-2011, 08:55 AM   #7
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Does your SLP stays at 0.99 indicating a torque convertor lock up easily ? Mine stays at 0.99 almost all the time. Seeing a 1.00 is quite rare !
Yes, same here....seldom see 1.00. I figure .99 is close enough to be a full lockup. I don't think it has ever gone below .99 while locked up, but will see it go over 1.00 going down a step hill.
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Old 03-28-2011, 09:04 AM   #8
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Same here, has to be going downhill or really really ease up on the gas. I love my ScanGauge II though ! If I had the money I would have purchased one more
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Old 03-28-2011, 10:04 AM   #9
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Well that is INTERESTING! I was inquiring about the code but the discussion was very helpful. I was not aware of what that code meant. Chap, you are exactly right about how the transmission works. When I am towing in OD, and if I see a hill that I know it won't be able to hold, I lock out overdrive (temporarily). The reason is that I'd rather be in 3rd with lock than in 4th with it not locked. I think that generates less heat.

I'm with you. I sure miss my 5-speed manual that I had in my last F150. But, when you are towing, an automatic really makes sense. And the 5 speed didn't have the load handling capacity to handle the larger motors. Oh well . . . .

Chap, I think the new 6 speed with select shift does a lot better job of staying locked up. If I understand it right, it will, for example, shift from 6th with lock to 5th with lock; rather than unlocking in 6th. That seems a lot more efficient to me. I suspect that Ford's strategy with the 4 speed autos that we have is to make up for the lack of more "gears". Unlocking allows more revs; simulating a lower gear.
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Old 03-28-2011, 11:17 AM   #10
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Originally Posted by acadianbob View Post
Well that is INTERESTING! I was inquiring about the code but the discussion was very helpful. I was not aware of what that code meant.
OK, I think I know what you are referring to now. If you go to X Gauge on the website, you will have a page of codes (http://scangauge.com/support/pdfs/XGAUGE.pdf). There are some Ford specific codes near the bottom for X Gauge functions. If I remember correctly when I set mine up, there were 2 sets of Ford codes, and of course I used the incorrect 1s 1st, and couldn't get them to work. After a call to Scan Gauge, they set me straight........"just try the 2nd set of codes, dummy".......well, they didn't add dummy, I did that.

There was an interesting article on the GMA show a couple of weeks ago on how to stretch your fuel mileage (hypermiling). In that segment, they showed a scan gauge, and mentioned that it was a great tool for improving your fuel mileage simply by watching the gauge and trying to maximize the MPG numbers.
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