Thanx!
The 6`s have more negative trim and the cavitation plate helps get it on plane faster and at lower rpm and Im sure 4' back helps.
The 5`s used to blow out at 1800rpm, these will stick till about 2500rpm and it almost seems like it`ll get on plane but then they do blow out ..
The ventilations tubes open wouldn`t let me get on plane, just kept blowing out and catching , repeat .
I thought this description from Teague sounded so good and I had higher hopes at easier shifting and less stress on the drives when reentering water but it has not worked out like that

shifting is harder to tune with the 6`s, they bring the engines down quoite a bit with a 18" prop.
I would assume they are more massive internally and trying to sling 5 gallons of cold oil isn`t probably helping.

I blocked off the aerators but kept the tubes , I like the way they look .
The drives staying cooler than the 5s.also .
I have a pair of 5 blades to try next .

4 blade and lots of pitch with the 1.5 ratio, you think has a factor in the blow outs?

Here's hoping the 5 blades lock up better.
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Good reminder on the rpm drop on gear engagement. Does the idle air control kick in and help out? Or it's enough of a shock to stall it out unless base idle high enough?

The props need to let loose to get on plane cleavers aren`t designed to grab like a blowvo prop so that`s not an issue.
I have a dual IAC and this year I took out the filter which necked down to 1/2" opening and upsized one of the -6lines to -10 to get more air flow .helped a bit .
It`s mostly timing tuning, when I started Id put the engine in drive and it was like a off switch, the engine would die immediately , IAC didn`t have enough time to even react.
Now it`ll dip to 300/400rpm and recover but it seems to like very little timming at idle and higher timming in the cells where its in gear . The other engine is opposite , the 2 tunes are very different even thou they are the same exact combo .

Interesting factor of the 2 diff tunes for the
same parts.

Would the blowers be the factor in that?

Or maybe different drive line loads.

All while making sure it doesn't lean out...or go hog rich and fuel load the rings.

You can build yourself some custom idle tables so you don't have to jack up your base tables. It's worked for me on a bunch of other customers. That will probably solve this problem you're having.

Interesting .... can I see the RPM`s at the bottom?
So when you shift and it falls below a certain rpm it adds timming is that the jist?
I tune the individual cells as I see the bubble travel from neutral to in gear .

I have a custom IAC table that seems to work well also but my spark table for PORT looks like a mess but its the only way I could make it not die.

starboard:


PORT:

IAC:

Panther :
What is your take on the MAPand TPS enrichment tables.
They seems to be adding or subtracting too much fuel when accelerating and decelarating.
My RoC blanking was low (2-4) so I think there was too much 'action' I went to 9 dummy that down but I feel in a boat we really don`t need all those tables.
I zeroed out all the MAP AE and handicapped the TPS enrichment.. I`ll see how it goes this weekend.

Dan, those tables for Port and Stbd are quite a bit different as you mentioned.

One of the massive benefits of digital ignition, is giving more than all in RPM advance at idle, cruise and low load, lean conditions.

Dynamic compression is super low with lots of vacuum, and takes way longer for combustion to occur.
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I'm stoked to get the Daytona Sensor system for my carbed blowers.

Might want to measure your throttle blades and see how even they are. Sounds like the one with less timing has the blades opened more. You can adjust reaction timing with the p/d settings. 35/55 are numbers I use to start eith and then adjust from there.

I don't like having the main table all jacked up with the timing in situations like this since it will be adding that timing while cranking and first starting. I want my tables smooth and then fine tune with a custom table to make it work. That's what works for me.

I see validity in both. I see the need MAP for sudden changes in load without the TPS changing. EG, you hit a wave which slows the boat and RPM down but you didn't change the throttle or you bark the drives in a wave which changed load (MAP). TPS is pretty straight forward I feel. I have blanking in the 6 range for TPS and 7 for MAP.

Your deceleration enleanment issue is probably in your main table it I had to guess and it happens to quickly for auto tune to correct it and it might need to be smoothed. OR, you might need to turn the deceleration enleanment off all together. Something you have to figure out what's the right strategy for your tune.

It kinda sounds like the tune is a little jacked up to be honest if it's doing all that. In the end I have no way of knowing what's really going on with your engines without seeing it realtime and analyzing your tune. Not something I'd be willing to speculate on online or from a far.