S550 Upside Down and on the Wrong Side Build Thread Profile - S550 Mustangs

[GAR944]

I think you are pretty much bang on the typical numbers assuming you do not have headers and Lm intake only cams etc. Headers/LM cam would help the midrange as well. My local shop and AED in the US, say that 500Hp is very normal with Headers, CAI and E85. Since mine is a gen1/2/3 Hybrid, it took all the goodies to get it over 500 rhwp. Don't forget that the Cobrajet manifolds needs porting!! Not a production piece...

My current problem is i have headers, ported Cobra Jet and the L&M intake cams. Fuel is our 98 which is US 93 i think, its our premium.
I expected to loose some to my stock manifold down low but not as much. It should be on the dyno at the moment to have another go at fattening the lower end. Unfortunately they don't have the experience the guys in the US have on this kind of setup. Unfortunately no one in the US wanted to touch a non US spec ecu.

 

[bnight]

My current problem is i have headers, ported Cobra Jet and the L&M intake cams. Fuel is our 98 which is US 93 i think, its our premium.
I expected to loose some to my stock manifold down low but not as much. It should be on the dyno at the moment to have another go at fattening the lower end. Unfortunately they don't have the experience the guys in the US have on this kind of setup. Unfortunately no one in the US wanted to touch a non US spec ecu.

Consider the fact that you really need the Gen 3 bottom end (12:1 compression) and E85 fuel to get to that 500 WHP numbers most of the Gen 3 cars make with all the goodies. In your case I think 440 WHP should be somewhere around the maximum. That lack of tuning options for the non US spec cars was the reason I went with Power Pack 3 setup.

 

[honeybadger]

I am not super familiar with the 5.0, but those numbers seem low to me, no?

my car is actually tuned by a gent down in your neck of the woods, Jono at JPTuning. Not sure he tunes stock ECUs, but he has my car running better than any tuner I worked with state side. might be worth reaching out to him and see what he says about comfort level?

He'll probbly talk you into an Emtron ecu eventually, so you've been warned

 

[bnight]

I am not super familiar with the 5.0, but those numbers seem low to me, no?

my car is actually tuned by a gent down in your neck of the woods, Jono at JPTuning. Not sure he tunes stock ECUs, but he has my car running better than any tuner I worked with state side. might be worth reaching out to him and see what he says about comfort level?

He'll probbly talk you into an Emtron ecu eventually, so you've been warned

This is my Dyno after the Power Pack 3 install. RED is OEM. Blue is Power Pack 3. EU/AUD cars have less power torque is in NM. Power in WHP.

 

[GAR944]

I am not super familiar with the 5.0, but those numbers seem low to me, no?

my car is actually tuned by a gent down in your neck of the woods, Jono at JPTuning. Not sure he tunes stock ECUs, but he has my car running better than any tuner I worked with state side. might be worth reaching out to him and see what he says about comfort level?

He'll probbly talk you into an Emtron ecu eventually, so you've been warned

You initially gave me his information and I did talk with Jono over 12 months ago about this project. Funny guy. Given the whole road car saga and sticking with the Ford ECU meant he couldn't do anything otherwise he would have been my first choice.
I was a bit disapointed with the apparent loss over stock also but was waiting on it to be finalised. Today they did some road testing. I'm not going to claim i know anything about these processes. Either way they logged that i'm out of injector duty, by a large margin.
I got that information 3 hours ago. Figured we were out of luck for a while as Craig is headed overseas for 6 weeks. Got another call 15 minutes later saying they found they had some injectors to suit. Fingers crossed they got them in and rescaled. Finger crossed i get some got news from the workshop tomorrow.
The good part since the first round was it was still making power as the revs increased. The drop off was due to it backing off before the rev limit hard cut.

 

[Junkyard Dog]

Do they have E85 at the pump near you and the race tracks on which you track the car?

 

[Junkyard Dog]

Consider the fact that you really need the Gen 3 bottom end (12:1 compression) and E85 fuel to get to that 500 WHP numbers most of the Gen 3 cars make with all the goodies. In your case I think 440 WHP should be somewhere around the maximum. That lack of tuning options for the non US spec cars was the reason I went with Power Pack 3 setup.

Does GAR944 not have a Gen 3 with 12:1 compression?

 

[bnight]

Does GAR944 not have a Gen 3 with 12:1 compression?

Nope 2017 GT is Gen 2 same as mine. Which is why I fallow his build so closely. He share the same suffering

 

[Junkyard Dog]

Nope 2017 GT is Gen 2 same as mine. Which is why I fallow his build so closely. He share the same suffering

So I see US spec was 435, Australian was only 410. This is at the flywheel.

So why was GAR944's car doing that at the wheels before these changes?

And now he is at 453 at the wheels.

 

[Junkyard Dog]

So work has finally begun on the HP upgrade. First port of call was to get a baseline graph of how the car currently stands stock.
So the most amazing dyno run of a stock engine. WooHoo
307kW or 412Hp and 515nm or 380lbft at the wheels on some 305/30R19's
Pretty meaningless overall but at the end we can see where we lost and hopefully more where we gained.
View attachment 111453

412 at the wheels prior to the changes.

Due to headers and tuning?

So he had already exceeded his prior flywheel number at the wheels, and now he has added more at 453 horsepower at the wheels, and once the injectors are in I bet this goes up.


Not bad for an engine that was only 410 at the flywheel originally. That's probably 360-370 at the wheels?

 

[Junkyard Dog]

I'm out of injector duty, by a large margin.
I got that information 3 hours ago. Figured we were out of luck for a while as Craig is headed overseas for 6 weeks. Got another call 15 minutes later saying they found they had some injectors to suit. Fingers crossed they got them in and rescaled. Finger crossed i get some got news from the workshop tomorrow.
The good part since the first round was it was still making power as the revs increased. The drop off was due to it backing off before the rev limit hard cut.

At what rpm is the limit, and can these tuners raise it?

 

[Mad Hatter]

My current problem is i have headers, ported Cobra Jet and the L&M intake cams. Fuel is our 98 which is US 93 i think, its our premium.
I expected to loose some to my stock manifold down low but not as much. It should be on the dyno at the moment to have another go at fattening the lower end. Unfortunately they don't have the experience the guys in the US have on this kind of setup. Unfortunately no one in the US wanted to touch a non US spec ecu.

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.

 

[Mad Hatter]

At what rpm is the limit, and can these tuners raise it?

Yes all the way to explosion if you want!

 

[Fabman]

Yes all the way to explosion if you want!

I'll testify to that....

 

[Junkyard Dog]

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

8,000?

 

[honeybadger]

wow - I didn't realize the Coyote you guys are getting is so nerfed. if you started out at 410 on the flywheel, what your seeing feels about right without raising compression. Might get a bit more out of the injector upgrade depending on where they are hitting the duty cycle limit

 

[Junkyard Dog]

Looks like they are pushing it higher already. Power drops off at 7700 rpm or so, which is where he said the injector was falling off.

The pink line was before the intake manifold and intake cams, with just headers and tune.

I don't know what the turquoise and gray lines represent, but are probably earlier passes on the new cam and intake.

The crossover point for the old pink line and the most recent line is just under 6000 rpm. I'll let you manual transmission guys tell the rest of us whether 6,000 - 8000 rpm is enough of a spread for the track with a manual.

 

[Junkyard Dog]

Getrag MT-82 Gear Ratios (2015–2017 Mustang GT 5.0L V8)

• • 1st Gear: 3.66
  • 2nd Gear: 2.43
  • 3rd Gear: 1.69
  • 4th Gear: 1.32
  • 5th Gear (1:1 Direct Drive): 1.00
  • 6th Gear (Overdrive): 0.65

 

[Mad Hatter]

View attachment 111647


Looks like they are pushing it higher already. Power drops off at 7700 rpm or so, which is where he said the injector was falling off.

The pink line was before the intake manifold and intake cams, with just headers and tune.

I don't know what the turquoise and gray lines represent, but are probably earlier passes on the new cam and intake.

The crossover point for the old pink line and the most recent line is just under 6000 rpm. I'll let you manual transmission guys tell the rest of us whether 6,000 - 8000 rpm is enough of a spread for the track with a manual.

For this kind of power, I really don't think its injector limited as long as you are on pump gas. 7800rpm is a nice limit if you like keeping your engine around for a while.

 

[Fabman]

For this kind of power, I really don't think its injector limited as long as you are on pump gas. 7800rpm is a nice limit if you like keeping your engine around for a while.

Where’s the fun in that?