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Message: [QUOTE="Charles, post: 246679, member: 103"] I use full pedal, fully loaded. Errr, at least I used to. Since it doesn't move when I put it in D, it doesn't do too much for the time being, although I'm almost done with my new barn, so hopefully I can pull it apart sooner rather than later. But as far as tuning, I just had the pedal linear from zero to full acceleration as you applied the pedal. Seems pretty intuitive to me. The other main thing I do that some people might not like, but that I find intuitive, is that the pedal equals acceleration..... not power, fuel or anything else. It's like each point along the pedal travel equates to a given desired acceleration. This makes a truck drive VERY easily, and very CONFIDENTLY. This is very important to me. What this ends up doing is making the truck drive fluidly. You move your foot to say, halfway, and the truck is clipping along nicely, through first gear, but NOT running away hard off the top of the gear, and then dropping down on power coming off the shift, causing you to continually release a little pedal as the rpm climbs, and then stab back into it off the shifts as SOOOOOOOO many people have to do, so often in fact that they become UNAWARE of it. In my truck you hold your foot constant, and the truck accelerates at a constant rate. As it rolls off the top of say 2nd gear it doesn't run away and start accelerating faster and faster. It just pulls evenly from 2000 to whatever point the trans shifts at. It does this by leveling off ICP, and pulling back the pw ever so slightly as the rpm climbs, to negate the tendency of the engine to make more power as rpm climbs at part throttle. And just as importantly, PRECISELY as the shift happens the engine IMMEDIATELY gets PISSED OFF about the fact that the 4R100 DARED to slow it down, so it automatically brings the ICP back UP, and the pw back UP, but not too much.... just enough to keep the vehicle acceleration seamless. And there must be NO lag. AS the trans is making the shift the engine MUST be bringing in more ICP and pw at the SAME TIME. This is crucial. THAT...... is how you tune an engine for DD use. The shifts become confident and smooth when a truck is tuned this way, and the driving experience is one of a truck that just begs to be driven briskly, and one with an engine in FULL control of the vehicle's behavior, not the other way around. I can't STAND to drive a truck with the engine power output wavering all around as the rpm climbs and falls through shifts. Completely unacceptable IMO. [/QUOTE]