2012 f150 3.5 platinum 4x4
Any of you 1st gen guy run an e65 tune on a dual upgraded pump & meth / stock turbo setup?
Edit.Any of you 1st gen guy run an e65 tune on a dual upgraded pump & meth / stock turbo setup?
Is there much benefit beyond E40 on a gen 1? Even with a set of GT's or Garret Powermax turbos, we still have a lower power potential than a stock 2018+ Gen 2.I am able to run E65 due to the modifications I made to my fueling system. But I am still running an E25 tune.
I typically run about E40 as I have to buy and store in Gerry Cans ... and there limits on how much fuel I can transport in Gerry Cans in the back of my bed. But there is a station that is currently trying to pass on the Enviro Legals and hopefully have an E65 station where I live in the next 18 months.
Is there much benefit beyond E40 on a gen 1? Even with a set of GT's or Garret Powermax turbos, we still have a lower power potential than a stock 2018+ Gen 2.
So stock turbos but E50?Yes!!
Asssss long as your motor isnt already previously injured.
I have beem fighting this super strange low load, low rpm low throttle input no boost + knock that would randomly run up to +5 or so knock.
But as soon as you start to give er" some beans it'll go negative. ( the area everyone has issues with is the atea that i go -4 or more knock to get my oar back up.
Anyways, been chasimg that, and jus recently noticed a very suble ta ta ta sound (ONLY, between 1100 and 1800 rpm. Started putting 2 and 2 together, but because it wasnt increasing with rpm, i suspected it had something to do with the vct.
50% throttle pull and my block turned into a framer and built it self a nice little window next to cyl.#1!
Flipped the piston upside down and had the small end of the connecting rod handing out on top!.
It was a super strong pull, felt stronger @ 1/2 trottle than my fully revised e30 did @ wot.
And i just so happened to be recording when it happened.
When it let go, i was only @ 17#s of boost and 10° of timing.
Everything was in check.
With those #s it was pushing 48lbs/min iirc @4800 all the way to 5400rpm when it went pop..
Back tracking here,
Couple months back, when i 1st started dealing with the " ghost knock "
I had a tank of bad ethanol and replaying things out i suspect it got hurt then.
It has 154k. On it, and this was the 1st issue.
Time to snag a new motor and and try this out again.
And yes ,
I took baby steps with the e70 tune making sure everything was in check at each area.
Low, middle input, ( and i hadnt got to go wot yet )
But everything was in check. Throughout.
Tuning was it was spot on,
Motor had a weak point and the increased power level pointed that out for me!!🤣🤦🏻♂️
This was with
Snow stage 2.5 meth kit vc-50 controller ( 80-20 m1 ) 625ml/min
And other stuff.
I ran e55 on my e30 tune for months.So stock turbos but E50?
My cylinder #1 has the same ghost knock your talking about. Im on individual knock so that #1 doesnt jack up my OAR. But it goes -6 nock all the time at light load, and gets in line at higher throttle inputs.
What do you mean by individual knock?My cylinder #1 has the same ghost knock your talking about. Im on individual knock so that #1 doesnt jack up my OAR. But it goes -6 nock all the time at light load, and gets in line at higher throttle inputs.
The tunes have a setting for global knock or individual. Global uses the worst cylinder to drive the timing for all cylinders. Individual knock has individual KR’s for each cylinder and each runs its own timing.What do you mean by individual knock?
Are you moitoring each cylinder individually?
Do you mean it goes positive?
Negative knock is good( that means you fuel is a good enough quality to add timing)
Thanks mass-hole !The tunes have a setting for global knock or individual. Global uses the worst cylinder to drive the timing for all cylinders. Individual knock has individual KR’s for each cylinder and each runs its own timing.
In Individual mode the KR flips, so positive is good, negative is bad.
OAR works as a +/- deal because its a multiplier. There is a table that the oar is multiplied by in order to arrive at the final adjustment. On the stock tune, it multiplies it by -5. So if the oar is -1, -1 x -5 = 5 degrees of added timing.Thanks mass-hole !
I knew we could do individual ( use it on forscan)
But truthfully never used it( if i did i may not be in this pickle, ) but i did not know it flipped it!.
Do you know why it would do that.
Seems counterintuitive to the strategy of -knock more timing, + knock less timing.
And also how the oar table works as a slidding max timing dealo based on +/- knock.
( just trying to learn, not pick anything a part)
I understand the oar being a multiplier.OAR works as a +/- deal because its a multiplier. There is a table that the oar is multiplied by in order to arrive at the final adjustment. On the stock tune, it multiplies it by -5. So if the oar is -1, -1 x -5 = 5 degrees of added timing.
An oar of +1, 1 x -5 = -5 degrees of timing removed.
So the OAR can adjust the base timing by +/- 5 degrees on the stock tune.
Why the KR is negative for good and positive for bad I am not sure. Its not a multiplier.
I understand the oar being a multiplier.
As for the KR, I have always eye-balled on my daily drives, and have always notice it being a 1 for 1
For ever -1° of knock I will see an additional 1° of advanced timing.
Ex. Would be pulling a grade up hill in 5th , KR starts going neg. Timing advances 1° for ever -degree of kr.
Iirc, that's when it stays on borderline timing, when it switches to mbt, it acts different.
( BUT )
All of this is from paying really close attention to a hurt motor and not realizing it at the time..
Might be a bit different when it's a healthy motor.
I should have been able to run 19+° advance with -1 oar, and it never would, usually hit 13, a good day 15° adv.
It was very inconsistent when it shouldn't have been.
All the parameters where there for it to run max timing, temp, fuel, meth,iat temp,. All spot on for full fun. .
That's right !, you are one of the fellas on here that do your own tuning via hp tuners correct?
That would explain why you have a could understanding of the strategy used for ford on these motors.
Appreciate your input , thanks