![]() How does it differ from tuning 3.5 EB? No difference in my book. Not going to change my mind.Ĭommon, even recently we did a turbo system in S550 V6 which is MAP not MAF - MAP sensor data is there, 1,2 4 bar you name it.Īnd I can assure you things were done properly. Good for you that you used the magic word "most". ![]() I'm not going to encourage you to toss on some floatees and go jump into a shark infested ocean, that's not how you learn how to swim. I encourage anyone to learn, but there are much smarter ways to learn. ![]() I'm giving feedback based on LOTS of experience with this control system. Those that say something is "easy" are usually not doing things properly. I'm sure most of them have never needed to use a 4 Bar MAP sensor on one of these trucks, nor do they know how to set it up. I can almost guarantee that none of them have reached the point where the speed density calculator stops "working" and no longer corrects your airflow model based on trim data, nor how to get around that hurdle. Everything is interconnected, and much more so on a control system that doesn't use a MAF sensor. Sure, it can be hacked, like most LS tuners do, but to do it right takes time, lots of logging, and a full understanding of the control system. The speed density system is not that simple to tune. My guess is that most of the guys replying here have never tuned one of these trucks, and especially not to four digit power levels. Not sure from where those horror stories are coming from. Stock springs can take 8-10psi without having too much valve float issues, you just need one step stiffer springs to keep it stable at 14-20 psi without having any VCT problems. Tuning SD is actually very easy, much easier than playing with blow-trough in MAF system.Ī single turbo is a great idea,we did a few - no issues and makes good power but of course as everything has to be designed properly. It's definitely not a beginner level tune, in any shape or form.Wow this is one spooky post :O So there is very little in the base calibration, especially on the transmission side, that won't have to be addressed. This isn't a fuel/air/spark tune with these trucks, especially considering that Ford never intended them to make this sort of power. 11-14 trucks are fairly simple, and similar to Mustangs, but anything 15+ is a much more advanced tuning process and you need to fully understand the control system to do it safely and successfully. I've been tuning specifically F150's for the last 6-7 years, and tune the fastest 11-19 truck in the world, and lots of other very fast trucks. It's definitely not a beginner level tune, in any shape or form. You can go to a stiffer set of springs, up to about 95 psi, but be prepared to work on the VCT phasers control logic to accurately control the cams with the added seat pressure. Even earlier if you don't time the exhaust valve closing point properly. The stock valve springs only have a bout 55 psi of seat pressure, and the exhaust valves will float on as little as 10 psi of backpressure. Without that, you'll never get it to run right, and you'll destroy the transmission quickly.Ī single turbo is not a great idea either, unless you are running a kit that has VERY minimal backpressure. You need a good handle on how the HDFX system works, and how to calibrate the system to produce an accurate torque model. Even then you'd want to start with something a lot simpler, like a S197 Mustang with a 6R80 transmission. ![]() If you are REALLY comfortable working on LT4 engines with automatic transmissions, and understand how the GM torque logic works, you MIGHT have a solid base to start messing with Ford's control logic. Try to force it, and get it wrong, and you'll make a pile of parts out of the fancy $7k transmission. Get it wrong, and if you're lucky it won't drive well enough to get out of it's on way and torque limiters will prevent you from doing any real damage. All of which can be pulled form at any given time, depending on cam positions and torque requests. Plus 28 torque tables, 28 inverse torque tables, and 28 ignition timing tables. They are speed density only, and there are 28 separate VE tables that will all need to be tuned. I suggest you not try to jump into this project, and don't take offense, but you are WAYYYY in the deep end here.įor starters, there is no MAF sensor on these trucks. ![]()
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