[butthead]

Not from a Raptor, but discussing this with Casey at BCB about 115/120 degrees IAT2 the system starts pulling advance out.

Anyway if that is a photo of your F150 the bumper is blocking a pile of airflow at road speeds. If that is the case I see no trouble with adding fans either pushing from front or pulling from the back there is space.

I did look into the link mass-hole posted from Dept. Of Boost. Interesting but doesn't that reference presurised supercharging in Mustang GT's? The air to water heat exchanging is quite different in function from air to air in turbocharged applications.
Or is my old and mouldy head thinking on a tangent? KM

 

[tvsjr]

That's not my specific truck, but the net effect is the same... and yes, there is substantial impact to airflow, especially if you're hoping for high-speed laminar flow air straight through the CAC, versus turbulent air entering into the fairly cavernous (due to winch mounting option, which I don't have) bumper space.

So... do I try to pick up a set of Raptor fans and go with those straight across the CAC? Or do I come up with some other inventive option? Decisions, decisions... definitely need to find a Raptor service manual somewhere and see if I can figure out where the Raptor fans wire in. It would be sweet to control this whole mess off the PCM.

I need to add PIDs to my logging for IAT, CAC, and IAT2 temps... see if they make sense. I'm still wondering the the sensor downstream of the CAC is faulty and showing higher-than-normal temp. On a cold engine, driving a very easy 30MPH so I've got airflow but still well below boost, I'm surprised to see IAT2 temps 40 degrees above ambient.

 

[mass-hole]

Not from a Raptor, but discussing this with Casey at BCB about 115/120 degrees IAT2 the system starts pulling advance out.

Anyway if that is a photo of your F150 the bumper is blocking a pile of airflow at road speeds. If that is the case I see no trouble with adding fans either pushing from front or pulling from the back there is space.

I did look into the link mass-hole posted from Dept. Of Boost. Interesting but doesn't that reference presurised supercharging in Mustang GT's? The air to water heat exchanging is quite different in function from air to air in turbocharged applications.
Or is my old and mouldy head thinking on a tangent? KM

Its not just a sudden temperature where timing suddenly gets pulled though. Its just that the zero point is approximately at 115.

If they IAT is lower than 115 it will add timing over base

 

[tvsjr]

I figured it was one of those tables where more temp equals more timing retard. So it adds timing below 115... does it ever pull timing based on IAT2? Or is that based on ECT/CHT (which of course rapidly climb when you shove 200F air into the engine) or just knock?

I keep this up and I'm gonna have to spend the money for real tuning software, because I'm getting curious 😂

 

[butthead]

I do have a straight shot at my CVF Titan, no plate or shutters in the way. At highway speeds it hardly ever exceeds 110 degrees and as soon as the throtle opens IAT2 drop like a brick. KM

 

[mass-hole]

I figured it was one of those tables where more temp equals more timing retard. So it adds timing below 115... does it ever pull timing based on IAT2? Or is that based on ECT/CHT (which of course rapidly climb when you shove 200F air into the engine) or just knock?

I keep this up and I'm gonna have to spend the money for real tuning software, because I'm getting curious [emoji23]

It pulls timing on a bunch of stuff. Im not in front of my laptop but when I am i will screen grab everything on 2018 tune.

 

[mass-hole]

These are the major timing corrections in the 2018 tune:

Top two are Lambda and OAR corrections. and are in actual degrees. The OAR correction is multiplied by the OAR. So a -1 OAR x -5° gives you 5° of added timing. The second row is IAT correction. The left table is the "base" in degrees and then it is multiplied by the Multiplier table on the right. So if you are at a load of 1.4, 1600 rpm, and a IAT of 21°C, you would have 15° x 0.150 = 2.25° added over the base boarderline knock tables.

Last row is the same but for ECT.

BTW that OAR correction is funky. This is what my 2014 table looks like:

So mine adds 5° virtually everywhere when I am at a -1 OAR but yours is all over the map. That could be why you are seeing positive KR at low RPM, high load. That is where your OAR is actually advancing timing, but at higher RPM its backing off. It's tuned for much more aggressive timing down low.

 

[ndtguy]

Oh, and I pulled the engine cover off. I notice no substantial increase in noise (it's hard to hear anything over the effing rattling wastegates... not that I'm grumpy or anything). Just can't see why I want a big chunk of plastic with insulation covering the thing I'm trying to pull heat out of.

When I first came home with my 2019, I thought the dealer forgot to put the cover back on until I found out that the newer trucks didn't include a cover. Silly me.

 

[Arkansas Eco]

Exactly ! (the covers) So, if the new ones don't have the engine cover, I wonder what was the point anyway. Gonna take mine off in April when I air up for towing season.