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Ford Performance Tune
- Thread starter ZookaRoo
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- 40
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- Location
- Elkhorn, WI, USA
- Vehicle
- 2015 GTR, 2022 Explorer ST (on order)
Nice! Dealer install cost for me was $125.
As for boost I saw 18 PSI max (full throttle)with the stock calibration, 20 PSI has been the max (full throttle) with the FP calibration. Are you logging OAR? Curious what others are seeing with 93. I have yet to get OAR to 100 with the FP calibration.
As for boost I saw 18 PSI max (full throttle)with the stock calibration, 20 PSI has been the max (full throttle) with the FP calibration. Are you logging OAR? Curious what others are seeing with 93. I have yet to get OAR to 100 with the FP calibration.
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Excellent job with the data.
Take note forum whiners and malcontents. This is what people need, actual info that's informative and helpful.
Not your worthless juvenile complaining. Lol
Take note forum whiners and malcontents. This is what people need, actual info that's informative and helpful.
Not your worthless juvenile complaining. Lol
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That's probably the nicest comment I've ever heard in 25 years of being on car forums. Thanks for that! Seriously though, I've forgotten some things, thankfully. Like carburetors, point operated ignitions, horsepower is unimportant cuz torque wins races, headers work because of Venturi effect, an engine needs a little backpressure to run right- etc, etc, etc!
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2 day with the tune about 80 miles.
Sport Mode, The tranny does not have the hard 4th and 3rd downshift anymore. (Not sure I like that). Throttle to sensitive now. ST jump when taking off from a stop sign (5% throttle)
Normal Mode feel more like sport mode now. Throttle is much snappier.
I did get to 20 PSI. Not sure if is the cold weather in Houston.
Sport Mode, The tranny does not have the hard 4th and 3rd downshift anymore. (Not sure I like that). Throttle to sensitive now. ST jump when taking off from a stop sign (5% throttle)
Normal Mode feel more like sport mode now. Throttle is much snappier.
I did get to 20 PSI. Not sure if is the cold weather in Houston.
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- Messages
- 8
- Reactions
- 40
- Points
- 12
- Location
- Elkhorn, WI, USA
- Vehicle
- 2015 GTR, 2022 Explorer ST (on order)
I believe the reason we are seeing 20psi of boost pressure is because the FP calibration is allowing it to get that high. Regardless of ambient temps the stock calibration will command the wastegate to regulate boost to 18 pounds so in theory a stock ST should never see higher than 18 unless there’s a boost creep situation which I don’t believe is an issue with the ST, certainly not at stock boost levels with stock turbochargers. Does anyone know if wastegate duty cycle has a PID? My GTR has one and I never looked when I set up my datalog PID list.
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Good info thanks. Is sport more responsive as well or “jumpier” than before? I say jumpy because I feel sport mode stock just bolts even with minimal gas. I suppose that’s what you mean by the 5% throttle part.
Overall, sounds like it makes the car a bit more fun to drive with smoother transmission shifts.
Overall, sounds like it makes the car a bit more fun to drive with smoother transmission shifts.
The ST definitely uses a PID algorithm for wastegate control, and it's not moderated to a specific boost pressure- it's far more complicated than that taking into account octane learning, ethanol content, etc. Because it's using a speed-density system, based on ambient conditions (temperature, barometric pressure) it'll adjust. In effect, it's trying to achieve a certain amount of average cylinder pressure (torque), rather than just relying on duty cycle to achieve a specific boost level.
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I would agree that “yes” the FP tune is allowing it to get that high, but there is a caveat to that. It’s totally dependent on a bunch of factors. Usually the peak boost is observed right before a shift. So it’s not “really” seeing that max boost, but for a very brief time. Usually, but I don’t have a FP tune, so making a bit of an assumption based on looking at a lot of eco logs with vacuum WGs
These, like all other eco platforms are torque based. How they hit the desired torque is based on a bunch of factors and inputs. If you boil it down to something super high level that doesn’t tell a bunch of the story, it focuses control around throttle opening, boost and timing. The stock strategy will actually try to leverage timing over boost to a certain extent. As an example, I worked through building my own tune and testing a few methods based on courses I took. I found that if I didn’t increase driver demand, but would allow it to take more timing advance (obviously keeping safeties in place based on inferred octane, KR, etc.), that the car would reduce boost, but increase timing advance and still hit the same desired load/torque. I did three versions with this method and would have to go back and look at logs, but there was a significant decrease in boost, while timing was higher. I tested these at try track and ran within the same tenth.
Sorry for the ramble.
Anyway, yes there is a WGDC channel in HPT and the same PID in SCT. The channel in HPT is set so that the lower the percentage, the more WGDC is being used. Because I have a little elevation where I am, it’s one I pay close attention too as I am always fearful of over spoiling since popping a turbo on my truck.
Sent from my iPhone using Tapatalk
These, like all other eco platforms are torque based. How they hit the desired torque is based on a bunch of factors and inputs. If you boil it down to something super high level that doesn’t tell a bunch of the story, it focuses control around throttle opening, boost and timing. The stock strategy will actually try to leverage timing over boost to a certain extent. As an example, I worked through building my own tune and testing a few methods based on courses I took. I found that if I didn’t increase driver demand, but would allow it to take more timing advance (obviously keeping safeties in place based on inferred octane, KR, etc.), that the car would reduce boost, but increase timing advance and still hit the same desired load/torque. I did three versions with this method and would have to go back and look at logs, but there was a significant decrease in boost, while timing was higher. I tested these at try track and ran within the same tenth.
Sorry for the ramble.
Anyway, yes there is a WGDC channel in HPT and the same PID in SCT. The channel in HPT is set so that the lower the percentage, the more WGDC is being used. Because I have a little elevation where I am, it’s one I pay close attention too as I am always fearful of over spoiling since popping a turbo on my truck.
Sent from my iPhone using Tapatalk
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Oh im sure he reads what everyone posts, goes back to unhide comments. The fact that he is posting those smirk comments says everything.
Anyways, good to hear the FP tune came out stronger than anticipated. Too bad its probably the last or one of the last one's considering Ford is going the Dodge route, encrypted locked PCM's
Anyways, good to hear the FP tune came out stronger than anticipated. Too bad its probably the last or one of the last one's considering Ford is going the Dodge route, encrypted locked PCM's
I don't think the locked PCM will be the end of things. There are tunes available for the latest Gen F150's with the new encryption. Looks like it's not just plugging into the OBD port anymore though. I'm assuming "Piggy-back" style tuners like the JB4 will become more popular as folks find out the new process as Ford rolls out the new encryption method and OTA Updates to other vehicle types.
Oh there will be ways of getting tunes just not as easy nor directly from the MFG. Will also not be cheap and will probably need a spare PCM.
As much as I like the JB4, I wouldnt exactly call them "tunes". Still, had a great experience with them on my BMW, Terry was always on top of things.
As much as I like the JB4, I wouldnt exactly call them "tunes". Still, had a great experience with them on my BMW, Terry was always on top of things.
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Yeah, totally agree, cost will increase substantially is my guess as well. Totally taking this thread for a ride, but from what I've seen on the F150 side, LMS and SCT methods require you to plug right into the PCM, but not send it in. I haven't seen anything official from HPT, but have heard that they are more likely to go the same route as they do with the GM's and require you to send in your PCM for it to be "unlocked" or editable. Time will tell, but as long as Ford works with Shops like LMS, Whipple and Roush I think there is at least a chance for FP tunes, I think Ford just wants more control (thanks EPA) and less warranty claims, lol.
- Messages
- 392
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- 67
- Location
- Rancho Santa Margarita, CA, USA
- Vehicle
- 2020 Explorer ST
On the Raptor side, for the GEN 3, you send your PCM to Cobb, they will unlock it on the bench, send it back to you, then you datalog and tune like normal. This has been common practice in the Mercedes world up until recently. It's a minor hassle as you're out of a car for 2 days, but not a massive deal.
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