Its just that exploding motors are expensive!! As we both know!

Mad Hatter said:

Its just that exploding motors are expensive!! As we both know!

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Intimately...

When the injector duty hits 131% i think we have an issue.
So starting with a 34lb injector x 131% gets us to 44.54lbs and assume max duty wanted is 80% gets to 56lbs. I assume they will throw some 60lb injectors in. Will find out today.
I believe Craig was going to raise the limit to 8500rpm so i should be able to nudge 8 without it pulling back in prep for hard cut.

Mad Hatter said:

Ahh, ok I though it was the 2018+ with the higher compression. Which throttle body do you have?? I would try Shaun at AED with a long distance tune? Am pretty sure he would get you to 475rwhp.

You will have to log the car a couple of times on the road (or dyno if you like), but in some ways I like it better then a dyno tune.

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I tried everyone you guys have suggested and no one was interested. The ECU is different enough that they just say its not worth the hassles. A few have said they have tried previously and had issues. Others didn't like my combination of parts and would only do it if i used what they suggested.

I'm in the hands of others so just have to go through the process. Something i struggle with.

Junkyard Dog said:

Just high enough to keep his car in the new power band that the intake camshaft lobe and intake manifold like.

8,000?

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The Gen 2 head springs are hard no go over 7500 rumors has it they are a hard no go over 7000 rpm.

bnight said:

The Gen 2 head springs are hard no go over 7500 rumors has it they are a hard no go over 7000 rpm.

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Ok. Sorry. I am learning more and more about the Gen 2 engine that I did not know. I certainly am not wanting GAR944 to bust his valve train. Lots of Gen 3 and Gen 4 Coyotes are running 8000 rpm.

You are a PP3, though, right? Didn't Ford warranty a raised 7500 rpm redline on the Gen 2 with PP3? I'd think that Ford engineers and bean counters would have built a huge margin of safety into that decision. The PP3 did not change anything in the valve train.

Junkyard Dog said:

Ok. Sorry. I am learning more and more about the Gen 2 engine that I did not know. I certainly am not wanting GAR944 to bust his valve train. Lots of Gen 3 and Gen 4 Coyotes are running 8000 rpm.

You are a PP3, though, right? Didn't Ford warranty a raised 7500 rpm redline on the Gen 2 with PP3? I'd think that Ford engineers and bean counters would have built a huge margin of safety into that decision. The PP3 did not change anything in the valve train.

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The did rise it to 7500 RPM and I use mine there but still it's on a borrowed time that way increasing it further makes that borrowed time a lot less.

bnight said:

The Gen 2 head springs are hard no go over 7500 rumors has it they are a hard no go over 7000 rpm.

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My understanding is that they are the same as the boss 302 springs. Been running them 8200 - 8500 for 3 seasons with a freshen up between seasons.

Yup, they are the same as the boss 302 springs. Its the GT gen 1 springs that suck.

So picked up the car Friday afternoon. Of course it decided to rain and be cold as. Love driving a track oriented car in the wet. Cold everything and no traction. And full open exhaust past a large police station.
The boys did me a little favour and painted the mirrors as a surprise. We had been talking about it before dropping the car off. Its a pretty plain white car.
Asked the workshop foreman what he thought of my car as he gets to drive a lot. I've only ever drive 1 other, not a great sample set.
He like it, did say it scared the crap out of him as he had to drive it when doing some road tuning. He was told to rev it out and lifted at 8000, he was promptly told to go all the way to cutout. He said hearing a v8 going all the way to 8500 was wild.
We know the first tune isn't 100% so was asked to log anything i feel and when it happens. Appears we have some torque limiting going on from 6 to 7500 as apparently it really wakes up in the 7500 to 8500 range. There is more there, just needs to be unlocked.
They can also do some more work on the bottom end now the larger injectors are installed. Once it gets tweeked we will get another dyno run done for comparison.
Over the weekend got to start modifying my bonnet vent. That manifold sits high.

GAR944 said:

Over the weekend got to start modifying my bonnet vent. That manifold sits high.

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You probably already know this, but Steeda sells engine mounts for the S550 that lower the engine height. They used them on their own "Silver Bullet" naturally aspirated drag car with that intake manifold to get it to clear the hood.

You probably had to ditch the strut brace to run that manifold, right?

GAR944 said:

it really wakes up in the 7500 to 8500 range.

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It will be really interesting to see how this all goes once you get the final tweaks on the tuning. What an adventure!

I asked earlier, but is E85 not a thing in Australia?

Junkyard Dog said:

It will be really interesting to see how this all goes once you get the final tweaks on the tuning. What an adventure!

I asked earlier, but is E85 not a thing in Australia?

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It is but not everywhere, just another headache to deal with and a revised fuel system needed for the volume required. We have good 98 RON which is your 93 everywhere. My local petrol station used to sell 101 race fuel as we had a dirt bike track nearby. Unfortunately no more.

Junkyard Dog said:

You probably already know this, but Steeda sells engine mounts for the S550 that lower the engine height. They used them on their own "Silver Bullet" naturally aspirated drag car with that intake manifold to get it to clear the hood.

You probably had to ditch the strut brace to run that manifold, right?

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Actually ditched the brace for the camber plates but it was going to go for the manifold as well. It was really a case of what got installed first.