You know the shape of a V6’s torque map, it’s a straight‑up “hill” that starts low, peaks around mid‑rpm, and tapers off near the redline. I usually grab a quick scan from the dyno, pull the rpm and torque data into a spreadsheet and run a polynomial fit. A cubic is the sweet spot most of the time – it gives that clear rise, a single peak, and a realistic drop. If the cam profile is super aggressive or you’re using a twin‑stage turbo, I’ll bump up to a quartic so the curve can handle a little bump or dip in the middle without getting all wonky. The equation I lean on looks like: T(r) = a·r³ + b·r² + c·r + d where r is rpm and the coefficients a, b, c, d come straight from the fit. Once I’ve nailed the curve, I tweak timing, MAP, and boost to push that cubic’s apex higher. If the apex moves up, the engine’s breathing is cleaner – more air, more fuel, more power. I’ll throw in a little “lean” at low rpm to keep the torque smooth, and push the cam lift just enough to fill that mid‑range. It’s all about that clean, predictable climb in the torque map, not letting the engine stumble over a bump in the data. If you’ve got the numbers, I can help you pick the right degree, but keep in mind the real test is on the dyno, not just the spreadsheet.