A0010 Interpolated or Not?

Is the A0010 Boost timing table interpolated based on the current MAP reading?
OR
Does it use the closest row? Example: MAP=162kPa, then it would use the row for 165kPa.

PCM: GM LS1B
OS installed: EFI Live Custom 04110003

Maps are always interpolated in these PCM's, they never jump from one axis point to the next.

That's what I suspected, however in testing it always seemed like the lookup was off by 1 row.

Test Data:
No other retard was pulling timing during this test.
High octane table set the same as Low Octane table.
The difference in between each row of my A0010 is 1.4 to 1.5 deg so it seemed like it was off by 1 row.

MAP (kPa)	A0010	Actual Retard	Error (Actual - Table)
123	3.1	4.5	(-1.4)
147	6.6	7.4	(-0.8)
155	7.9	8.7	(-0.8)
164	9.1	10.5	(-1.4)
177	11.0	12.4	(-1.4)
189	12.7	14.1	(-1.4)

I have gone away from using A0010 and ended up just setting the timing in the high octane. This is not ideal since it does not vary based on MAP once it's off the high octane table. This is using a ProCharger so I have a pretty good baseline of where it "should be", but on a cold day it could be higher MAP.

Need some help with some tuning a 2013 Dodge Cummins 6.7 GPMX. Any way you can help a friend out? I'll make it worth your time. Call or text me at 719-660-4049. Thank you.

I don't tune, I program computers :lookaround:
Kind of odd on your first post you would be willing to put your phone number on a public forum without even a name, maybe a tuner would be happy to call you.

Sorry. My name is Aldo. I don

I get a bit conflicted with this table as well. Here at altitude I don't quite blow the lid off the high octane table, but I'm damn close on the dually. Both trucks can only muster around 110kpa here in CO. The 1500 peaked at 140 back in MI and, with the present IFRs, managed to barely not blow the lid off the high octane table. It is a bit awkward to have A0010 be defined in different units than the high octane table.