Not too shabby considering.

BTW - powerbraking is contraindicated on these trucks - simply 'flashing' the converter by standing on it will result in better times until heat soak sets in from mutiple consecutive runs.


MGD

 

I ran a 0-60 with the level 2 and 3 setting (both 8.5) with a full tank of 93 octane last week. Just for grins, I just ran the same test (same stretch of road) with 3/4 tank of 93 with the truck set back to stock. Much to my surprise, it ran 8.2 seconds - .3 seconds faster than level 2 or 3. It burned the tires - I guess my truck just likes 93 octane because it never burned the tires before. It was only 57 degrees when I ran the test, so the tires are a little harder and the air is a little denser than my tests before I got the tuner.

I don't have my PHP custom tunes yet, and need to run the test back to back with different tunes. I will try to do that soon and post the results. Perhaps we will get some dyno data from PHP's dyno-day tomorrow.

 

 

I know this is an 09+ thread but my 05 f150 screw 5.4 4x4 runs 0-60 in low 8s with edge. Thought the new ones with more gears would be quicker

 

Weight is playing a role here. My truck is the SCREW King Ranch, which weighs just over 6000 lbs.

 

Here is the data (and it isn't pretty).
Test scenario: Same stretch of road, traction control off, 56 degrees, 3/4 tank of 93 octane fuel.
1. Truck set to stock. 0-60: 8.9 seconds
2. Programmed to level 3. 0-60: 9.7 seconds
3. Second run on level 3. 0-60: 9.6 seconds
4. Set truck back to stock. 0-60: 9.0 seconds

Not exactly what I was looking for! Test 2 & 3 pinged a little in the mid range at WOT. Test 1 didn't ping at all. Test 4 pinged a little at the top end.

Perhaps the truck has to get used to the level 3 program for a while (learning and such). The tires didn't spin on any of the tests. Perhaps the road surface was a little better than my previous tests.

Hopefully the PHP tunes will do much better. I will post the results after I get my custom tune from PHP. I also hope that the next firmware change to the Edge will support the transmission as I don't seem a dramatic changing in shifting (or throttle response for that matter).

 

Welcome to what happens when uncontrolled testing encounters multivariant conditions. What did you expect?

What were your coolant temps and IAT's before/after each run?

How much of a cooldown between each run?

Yes - adaptive is reset after each reflash. And - if you were to ask a competent tuner - Adaptive is ALWAYS cleared for sucessive dyno runs. It's a best practice.

And as I mentioned before audible pinging equates to timing retard - so perf will tank.

Be aware that running 93 on an 87 tune (not factoring in any octane issues related to pinging) will also reduce performance since that fuel, while burning at about the same rate, is harder to get initially 'lit'; resulting in suboptimal burn (it's 'late') and reduced power @ higher rpm''s - above ~4,000 rpm or so.

Tire 'burning' is the absolute worst measure of performance - as you can now see.

I suggest you take a break and stop beating up yer truck. These trucks, in stock form with tuning are 8-10 second, ~5500-6000lb bricks - no way around that. And continued WOT runs with a consistently, audibly pinging calibration is not gonna be the best thing you can do for yer truck.

Clearly, those canned tunes are no quite not suited to yer calibration, and nothing you can adjust for will make any difference.


MGD

 

The testing wasn't uncontrolled, quite to the contrary, it was as controlled as I can make it without a dyno.
Quite frankly, I expected my tuned truck to be faster than stock. Fortunately, my CTS is from PHP, so I will get better tunes soon.
The engine temperature and transmission temperature were about the same on each test. (Fully warmed up). Not sure what the IAT is.

Each run had the same time between them. About 3 minutes to reprogram, 3 minutes of driving the same loop and then the same run from the same place on the same day with the same temperature, humidity and barometric pressure. Not much more I can do here to make it more scientific.

I ran stock, then level 3, then back to stock to get a fair shake of both. Both the level 3 test and second stock test were run right after programming.
While the pinging is very minor on 93 octane, I suspect that you are right about this retarding my timing and being the reason that the level 3 tune was slower than stock - good insight here. I am not terribly concerned about occasional minor pinging. I have a Ford Contour that mildly pings often and it is still running strong at 160,000 miles and 11 years (I tried many times to get Ford to fix it to no avail). I do plan to get this addressed with my next tune though.
I agree with you that "tire burn" isn't a scientific test, but it is an indicator of performance (a poor indicator, but some indication none the less). If a vehicle would never burn its tires, then a change is made and now it will burn the same tires, it seems to be a positive indicator to me.
I only ran this test and posted the results because there is almost ZERO scientific data on these programmers. I requested that someone else perform some tests or provide updated dyno charts to no avail. I will wait to get the tunes from Bill at PHP before running any more tests. Now that their dyno is up and running, hopefully we will see some new graphs soon.

 

Hi.

I'm relieved you did not take offence, as my predominant concern is not beating up a beautiful truck.

IAT's are the intake air temperatures. During sucessive runs this rises due to heatsoak, and can eventally get to the point where the PCM starts altering fueling, timing, etc in response, to keep within safe limits depending on load - and it also hurts performance.

It's a displayable, and log-able, PID, using your device.

You can try using some of that native datalogging capability to capture all this data - it may help you with yer analysis. (Particularly spark advance - hint-hint, lol)


MGD

 

What you are saying is true but does not make sense in his case. He did all the runs back to back. The times should get slower from heat soak but it makes no sense that he picked up time when he went from performance to stock, on the last run no less. You definitely have some issues and I would say its with your programmer since you picked up time when running in stock trim. This almost makes me want to put my truck back to stock. I have only driven it maybe 100 miles since I installed the programmer a few weeks ago but I havent noticed any pinging at all.

 

Ive been told that these trucks can account for octane change and adjust according. This might be why his truck ran as good as it did on the stock tune with the higher octane. I think that when he gets his custom tunes in he will see some difference. Custom tunes will help with alot more aspects of his truck besides the power gains that everyone always talks about. Also what modes have been done to his truck that without a custom tune cannot account for and the canned tunes may be hurting him.

 

Hi.

Go look at the data again.

Second and third runs - no reflash in between, hence some adaptive at work - and the times ( and timing ethod errors) are within margins for error.

4th run - stock - with 93 octane adaptive rest - but little/no pinging. Within error margin from 1st run.

All the times are in point of fact within a margin for error here.

See also my comments regarding uncontrolled testing ( perhaps a bit hars - rather, uninstrumented testing) and multivariant effects, with no formal data capture w.r.t the several other things going on in the calibration(s).

And - IAT's are a factor, but not the only one - and with ambient being this low, probably not a huge one either. But - we don't know because we have no data.

Who knows what the TCM is doing as well here - there are many, may things going on all at once in the software - both he PCM

What the status of the Open Loop flag? What are the commanded A/F's and the actuals? What's the VCT state? What is the ETC doing? (it's an indirect connection from the 'torque request pedal' - the gas pedal - and that throttle plate - with a computer in the way with basically a mind of it's own) ...

... ad infinitum, lol ...

It ain't worth worrying, nor pissin' aboot, eh?

MGD