2015 6.4L Scatpack Challenger

[jchambers]

Gonna jump into the DCX tuning for the first time with a 2015 Challenger Scatpack (6.4L / AT). This car is basically stock. Are there any gains to be had in stock form?

[Klumsy]

Yes you should be able to make a little bit more power

[jpliss]

Sorry to hijack your thread.

Anyway you would be willing to share your experience?

I am not that far away from you and would love to hang out sometime and talk shop.

[jchambers]

This was my first foray into Dodge tuning. The car was completely stock other than a larger throttle body. Baseline on my MD1100SE was about 421HP/411Tq in 5th gear with Sport Mode active. The final numbers were 440HP/426Tq. I only spent about 2-1/2 working with it, most of the time trying to figure out which of the tables was dominating the timing control. I had difficulty getting it to take much, if any, additional timing even just to explore the effects on the edge of borderline knock. Any timing added was equally taken back by the knock sensors. Are these things really tuned that close from the factory? On 93 pump it just didn't seem that it wanted anything more than about 15-degs under WOT conditions. I resisted the urge to de-sensitize the sensors or reduce their authority, at least until I can get more time on the dyno at at the track. BTW => Waiting on baited breath for the TCM functions. I think the best gains at the track will be in the TCM and torque management arena.

[ElecTech]

This was my first foray into Dodge tuning. The car was completely stock other than a larger throttle body. Baseline on my MD1100SE was about 421HP/411Tq in 5th gear with Sport Mode active. The final numbers were 440HP/426Tq. I only spent about 2-1/2 working with it, most of the time trying to figure out which of the tables was dominating the timing control. I had difficulty getting it to take much, if any, additional timing even just to explore the effects on the edge of borderline knock. Any timing added was equally taken back by the knock sensors. Are these things really tuned that close from the factory? On 93 pump it just didn't seem that it wanted anything more than about 15-degs under WOT conditions. I resisted the urge to de-sensitize the sensors or reduce their authority, at least until I can get more time on the dyno at at the track. BTW => Waiting on baited breath for the TCM functions. I think the best gains at the track will be in the TCM and torque management arena.

If the knock calibration is anything like nearly all of the other GENIII/IV HEMI calibrations, you'll likely have to pull them back a little to make any more power. The false knock reported seems to be terrible on HEMI calibrations. Gets bad with a Kenne Bell or similar SC. Maybe a fuel quality issue as well?

[06300CSRT8]

Run it a little richer than the "norm" and then add some more timing. Hemi head with two plugs means you get a really good complete burn, you will be surprised compared to an LS motor the relationship of the AFR reading versus how much fuel you add. Getting the AFR to 12.0 from 12.5 will take more fuel than an average LS. The Hemi is very good at taking the extra fuel.

Not something to brag about but I was able to make decent power at the initial tuning of my motor with a 9:1 AFR, without those two plugs doubt a normal LS motor would have even stayed running.

[RonSSnova]

Have a look at the thermal spark table.

[Mobile Chassis Dyno]

What were your coolant temps during the pulls? I have found these cars tend to take a bit more timing with coolant temps in the 180's thanks to a cooler T Stat.