Lightning

[tbrtuning]

Anyone with experience tuning the Lightning that doesn't mind PMing me for a little info about what kind of timing they like or anything to look out for I would appreciate it. I am starting to tune EEC-V and EEC-IV now and this is about the only place I know for good contacts for tuning information.

[Jn2]

They are lot like the Spanish oak Shelby's(07-10) except they don't have knock sensors and to calibrate the MAF you need to use the analog1 input on the nGauge to monitor EQ ratio, sadly we cannot use our histograms with nGauge datalogs so correcting the MAF Curve is not as easy as copy and paste special multiply by %

[tbrtuning]

I'm not tuning it with HP Tuners. This forum is just so great for information. Truck is full bolt ons but stock boost so wasn't sure what would be a good target area for timing and AFR to keep things safe.

[Devildog1325]

I thought you could still log with the HP software and all you needed to the ngauge for was to read and write with. Is there not enough parameters in the scanner to log properly? I haven't go to try it yet.

[tbrtuning]

I'm seeing 160 IAT2 when IAT is only 64. I'm guessing intercooler pump not working or do these things just heat up like crazy after a pull or two?

[jchambers]

At this age, the intercooler pump should definitely be checked. Pretty common that they go out. Another common problem is with the dropping resistor for the fuel pump. They'll overhead and/or fail, especially if aftermarket pumps have been installed, BAP, etc. I prefer to eliminate the dropping resistor and put the second pump on a Hobbs switch. When the resistor begins to go bad, often the truck will shut down when hot but the refire once its sat for a while.

Timing is all relative to the other factors, IAT2, equiv ratio, octane, etc as usual. Just remember that these don't have forged rods like the Terminator motors. I'll usually target .79-.80 on 10% ethanol 93 and you can usually tolerate a bit more spark than stock across the board with a typical 4psi boost increase.

[tbrtuning]

Thanks for the reply. I am going to check the intercooler pump out today. Even with the high IAT it seemed fine after adding a few degrees of timing and leaving the stock high IAT spark modifier in place.

0.80 is what I decided to try. That and high teens for timing at stock boost levels seem reasonable? At normal less than 120 or so IAT that is.

[tbrtuning]

I changed the stoich for E10 and then had to take a decent bit out of the MAF curve at higher airflow. Is that normal on these?

[Sweet35th]

I changed the stoich for E10 and then had to take a decent bit out of the MAF curve at higher airflow. Is that normal on these?

Make sure you are not getting into Cat Protection which could cause your rich condition at higher air flow. Generally they are pretty darn close with stock MAF calibration. On pump fuel with a 4# lower pulley I typically let them leave with about 16 degrees of timing up top.

Your high IAT2 is likely the connection at the intercooler pump or the pump itself. They are very high failure prone. Jump the relay and give the pump a light tap with a hammer or wrench. If it starts running, put a pump on it.

[tbrtuning]

Thanks for the response.

I think it has a slight boost / vacuum leak after thinking about it more. I could never track down where the leak was. It was lean at idle and rich at WOT. I disabled COT do it was commanding 0.80 and hitting around 0.75 at first. Intercooler pump was definitely bad. It did kick on when I tapped on it. I think I ended up going from 15 at low RPM to about 18 up top for timing on stock pulley. Started pulling at about 120 and it seemed good with intercooler pump working or not working and getting hot.