Coyote Blower Tuning

[imsuperman]

Hey guys,

I couldn't find on the forum what values need to be modified on a blown Coyote vs the older mustangs. Besides the basics, MAF Table, Spark, injectors, load increasing.
Is there any changes needed for VCT/CAM timing? I know also the Torque tables will need to be changed but wasn't sure. I have a 2013 Procharged GT A6 running at 10lbs of boost.
I'm comparing the supercharged tunes from the repo but those are roots style which I'm sure would be different since the boost comes on a lot earlier than a centri. I couldn't find a coyote tuning guide anywhere or I would purchase that and not bother anyone

[txcharlie]

I believe most blower tunes start with a Roush strategy, whether it's a blow through or draw through setup. I have a TVS and haven't tuned any blow through setups.
You are right about the load values. They would be different on the lower rpm scale. Maybe someone with a centri setup will chime in.

[imsuperman]

I believe most blower tunes start with a Roush strategy, whether it's a blow through or draw through setup. I have a TVS and haven't tuned any blow through setups.
You are right about the load values. They would be different on the lower rpm scale. Maybe someone with a centri setup will chime in.

My load is hitting 1.99 in the datalogs but my load axis max are all set to 1 in the tune. I guess that's why my timing is be retarded in the higher rpm range.
Timing is set at 17 and Knock is showing it's pulling 3 degrees of timing. Is your tune in the repo a good tune to compare with? I notice you now have ID1000's and the tune is for 47lb injectors.
I can't find injector values for my DeatschWerks 95lbs for the Coyote 4bar fuel pressure. DW support even told me they don't have those numbers yet. They are probably similar to the id1000's.

[txcharlie]

You can download the ID spreadsheet from here: http://help.injectordynamics.com/sup...aracterization.

My values would be different from yours, because I have a return fuel system

Make sure you select the correct tab at the bottom for returnless or return style fuel systems. Input your stoich and fuel pressure and it will give you the correct values.

Also, if you log the mapped points you are using, you can pinpoint which mapped point table in spark is causing your knock.

[imsuperman]

You can download the ID spreadsheet from here: http://help.injectordynamics.com/sup...aracterization.

My values would be different from yours, because I have a return fuel system

Make sure you select the correct tab at the bottom for returnless or return style fuel systems. Input your stoich and fuel pressure and it will give you the correct values.

Also, if you log the mapped points you are using, you can pinpoint which mapped point table in spark is causing your knock.

I just did a datalog and it looks like WOT spark is using Map Point OP. Also I'm commanded shift point at 6800 and at 7200 the dash turned red and it sounded like a rev limiter triggered but I have the limiters set at 8000 rpm. Attaching log file.

latestlog_mappoints.hpl

[txcharlie]

OP is used for WOT. You have a OP borderline spark and MBT spark table. There is also a specific VCT table for OP.
So it didn't shift at 6800? Is the engine rev limiter and the trans rpm limiter set to 8k? Is RPM Antic Shifts enabled?

[imsuperman]

OP is used for WOT. You have a OP borderline spark and MBT spark table. There is also a specific VCT table for OP.
So it didn't shift at 6800? Is the engine rev limiter and the trans rpm limiter set to 8k? Is RPM Antic Shifts enabled?

I have the RPM limits at 8k and shift at 6800. RPM antic is enabled.

[imsuperman]

It looks like the 2>3 upshift is set at 71MPH in which the gear gets commanded to 3rd. The RPM is at 6500 at this speed but the WOT RPM limit is set at 6800 so I'm hitting the speed limit first. It takes 400+ rpm after that before actually shifting. Maybe something I can change to speed up the shift once it's commanded.

Screenshot 2015-06-24 20.48.49.pngScreenshot 2015-06-24 20.32.47.png

[kaineoutlaw]

If you have not done it try increasing the acceleration rate, i think thats the name of it. Its used to a 400hp car, your using more power and torque now, the car doesn't anticipate shifting that quick, that setting helps that

[imsuperman]

I think since my injector data being used in the tune is not meant for the DW 95lb injectors, it's screwing with my MAF table. I guess i'll have to buy the ID1000's since DW doesn't have the 4bar data for their 95lb injectors.

[imsuperman]

17u-95.xls

New Deatschwerks 95lb Injector data has been released for Coyote's. I'm still not sure which data to use since under the stock fuel tab in excel looks like a 3 bar setup and the return style tab is at 55psi.
So would I just use the stock fuel values or a combination of both for a 58psi configuration?

[bcmarek]

I have the Deatschwerks 95lb injectors in my 2012 Mustang GT as well. I put the tuning data that I am using, for a stock fuel system, in a spreadsheet for you. My car was originally remote tuned and this is the data that they used.

I just talked to a technician at Deatschwerks for the updated 4bar data, but I have to wait for a call back.

In the meantime, I hope this works for you!

[txcharlie]

I have the Deatschwerks 95lb injectors in my 2012 Mustang GT as well. I put the tuning data that I am using, for a stock fuel system, in a spreadsheet for you. My car was originally remote tuned and this is the data that they used.

I just talked to a technician at Deatschwerks for the updated 4bar data, but I have to wait for a call back.

In the meantime, I hope this works for you!

^^^This is why the HPTuners community is the BEST!

[imsuperman]

I have the Deatschwerks 95lb injectors in my 2012 Mustang GT as well. I put the tuning data that I am using, for a stock fuel system, in a spreadsheet for you. My car was originally remote tuned and this is the data that they used.

I just talked to a technician at Deatschwerks for the updated 4bar data, but I have to wait for a call back.

In the meantime, I hope this works for you!

Thanks for the spreadsheet. It looks like I'm using those same numbers already. I'm using the ID1000 values until Deatchwerks provides the 4 bar values.

[bcmarek]

Here is the reply I received from Deatschwerks:


Thank you for contacting us with your inquiry.

The way the Ford Calibration Data is formatted, it can be used - without changes - in either application. 3V or Coyote : 39psi or 59psi. The multipliers the ECU uses are just that, values that adjust the injector parameters according to the sourced fuel pressure. It won't matter if the 0 value is at 39psi or 59psi as the value of the multipliers account for the pressure at which the system is operating.

[imsuperman]

Here is the reply I received from Deatschwerks:


Thank you for contacting us with your inquiry.

The way the Ford Calibration Data is formatted, it can be used - without changes - in either application. 3V or Coyote : 39psi or 59psi. The multipliers the ECU uses are just that, values that adjust the injector parameters according to the sourced fuel pressure. It won't matter if the 0 value is at 39psi or 59psi as the value of the multipliers account for the pressure at which the system is operating.

Ok, thanks for the update. I'll try out their values and re calibrate the MAF table.

[imsuperman]

I put in the new DW Injector values for the injectors and adjusted the MAF table but I'm having a Decel RPM bouncing issue trying to come back to idle. Around 1000 - 1300 it won't come down to idle for awhile. Just bouncing up and down until I come to a stop. Not sure if I need to adjust anything else.

[bcmarek]

I just put in their data and adjusted my MAF and I'm getting the same bounce. Trying to hold 1500 RPM or just barely tapping the pedal gives me a bounce. I noticed in my datalog that at idle I am at 22.5% load, MAF at 1.25-1.3 lb/min. With the other injector data I was at 17-18% load and 1.0 lb/min. Also, when the throttle bounces I am showing IPC torque errors bouncing from 0 to 400 over and over again, with the throttle angle closing and opening as well. I'm not sure if the new injector data is wrong or if I need to adjust the torque demand table. The demanded torque is lower than the estimated engine torque in my logging.

[bcmarek]

Update.. Using the datasheet that came with my injectors, they flowed a static 957cc @ 3bar. Using their website calculator, that comes out to 91lbs/hr @ 3bar and 111lbs/hr @ 4bar.

I found a datasheet on their site for these injectors and at low pulsewidths, they were around 10% off. The injector data that my current tune is using is 9.9%. So I used 122.06lbs/hr as my low value.

Their website calculator for the flow multipliers at different pressures were almost dead on with what my original tune had.

So using the values on the sheet I recently posted, I just changed the low value to 0.033904169 and the high value to 0.030833334.

I then initially reduced the MAF table by 4-5%. After dialing it in, my part throttle hesitation is gone and the car drives great.

[jchambers]

Be careful with the DW data. if you check it closely they use the same multipliers for every size of injector....not good. The Coyotes are extremely sensitive to this. I refuse to tune these cars with DW injectors, especially in forced induction applications.