Hmmmmmm ...

http://www.forums.svtperformance.com...threadid=13957

 

There always was.

 

This was my only reason for haveing two chips, one for summer and one for cool more dense air in the winter to richin it up. I don't need a street and track setting, I want to be on go when I press the pedal.

 

So which is which ?

 

From what Ive heard, the warm weather programs lets the computer think its sucking in more air, hence giving you more power.

 

I thought that it meant it was a 50/50 chance "weather" you would see it delivered by the end of the year!

Just kidding Jim...........

 

ttt or BUMP

 

Yes JDM has always had "cool" weather & "warm" weather chip.

So..... what's your point?

 

THe SVTperformance thread points back to a F150Online thread. Circular links are confusing.

Rather than intentionally trying to cause trouble here since Jim doesnt post here and CANT reply to your question here. Please Call them.

Doug

 

Hi SVT_KY,

The "warm weather" and "cool weather" programs do indeed exist and have for some time. They came about due to a combination of certain aspects of the Lightning's powertrain management, and is compounded in importance by virtue of the fact that it is a forced-induction (supercharged) engine.

In cooler weather, the ECU will add timing in based on IAT (inlet air temperature), just as in warmer weather, timing will be reduced based on IAT. It's a simple timing variable based on incoming air charge temperature. Also, in Lightnings, Mustangs, and in some other vehicle's powertrain programs, once you hit higher speeds (100+ mph), the ECU also adds more timing in to help it pull on the big end. Those kinds of things can combine in certain weather conditions to make up a situation where you can have well over 20+ degrees of total timing (a strict no-no on any 91-94 octane pump premium gasoline), and bingo, you start breaking parts from the resultant detonation. Because it's a forced-induction motor, and in many cases signifcantly modified at that, these things happen much more quickly, meaning the potential for engine damage due to detonation in cooler weather, thanks to the much high cylinder pressures. The other end of that spectrum is in warmer weather, power is reduced due to the timing being reduced, which hurts performance.

Jim has handled this by making cool weather and warm weather programs so that you have better engine protection, and this can also be used as a tool to achieve more consistent performance at the track in varying weather conditions.

This has been around for a while, this isn't brand new, it's just that some people aren't aware of this, no big deal.

Just another added touch from Team JDM.

 

Doug,

That is uncalled for ... I HAVE called and talked to Jim,
and I have posted the link to the three other people
that have the same problem and posted over here
on Jim's site where he would see it and comment,
since I knew that Jim didn't read here. Back off, big
boy! I chose JDM because of all the "good" things
I heard about them.

The problem now seems to be one of support. And
I requested a "Street" / "Track" tune when I drove to
NJ to have the work done. It now seems that there
isn't one for the 2002's.

I am trying to find out why after thousands of dollars
in mods to my truck I am running just a half second
quicker than my totally stock times. Surely this
information is good for everyone concerned,
ESPECIALLY the THREE other people that posted
over here and that I referenced in the SVTPERFORMANCE
thread.

The link is NOT circular you see ... Different posts methinks

Or you can just ban me if you want ... It still won't
answer the questions that Jim's customer's have.

Even after my Dyno sessions with JIM on the phone, both
the Dyno operator and tuner and myself still had some
concerns about the results. Jim suggested we go find a "real"
dyno. (Apparently DYNO JET is the only "REAL" one?) but
I am not going to spend another nickel on anything until
I resolve the issues.

Mike Troyer has been helpful and I am trying to
reach him by phone also.

I realize that after the last few months EVERYONE is
a little tense around here, but I think the community
would be well served by some "STRAIGHT" answers.

Instruction sheets for the chip would have been a
nice addon. JDM and all the crew there did a
fantastic job working on my truck, but the devil is
in the details as you know.

My grandmother's favorite saying was that NOBODY
has a good enough memory to be a successful liar.

True words to live by IMHO.

Very Best Regards,

Cliff

PS ... So based on the fact that I dynoed more
HP on the "left" switch, am I to take it that it is the
"WARM" program? Then how do I reconcile Jim's
response to the "more horsepower on right side"
with reality.

 

OK ... I am gonna pull my chip and read it to see what
is going on here ... Surely that will be informative as
to what is actually programmed on the damn thing.....

Cliff

 

No they're not- they're just annoying!

Doug I took this guy's post as an attaboy and some promotion for Jim, not an intentional troublemaking post. Am I too nice a guy or are you waaay too defensive about Jim lately due to all the hoopla?! Seriously!

 

Suggestion..... after you pull your chip and get the number call Jim and ask him information about the chip. He is the only one that can decipher what the codes mean that is on the chip.

Couple other comments.... you went from a 13.50 to a 13.06 that's great. It seems as though you are not real happy about that. Why? What was the weather like? Hot, humid? Track conditions? Good, bad? You running F1s or slicks? What is your 60 foot times? 1/8 mile times? 1000 foot times? Are you a good driver?

All of the above plays an important role as to how your truck performs.

I'm not much with the dyno stuff cause you can different readings from one dyno to another. The dyno operator has alot to do what your results, good or bad.

 

Thanks for the suggestions, John ... I know you are a JDM
advocate but I will take some exceptions ...

Suggestion..... after you pull your chip and get the number call Jim and ask him information about the chip. He is the only one that can decipher what the codes mean that is on the chip.

Horsehockey ... it's a standard ... anyone with a Superchips
reader can dump the info ...

Couple other comments.... you went from a 13.50 to a 13.06 that's great. It seems as though you are not real happy about that. Why? What was the weather like? Hot, humid? Track conditions? Good, bad? You running F1s or slicks? What is your 60 foot times? 1/8 mile times? 1000 foot times? Are you a good driver?


John if you read the threads you would know that I spent close
to $4,000 on my mods (Stage 1 and 2) and I don't think the
results is quite what one would expect. Specially since other
trucks seem to be doing much better. I had a 2.05 60' BUT
a professional driver had a 1.99 and still ran 13.00 or so.
Been to track several times, hot, cooler (74), different launch
tactics. I just don't know. THAT'S why I'm asking everyone what
they think ... Would YOU be happy?

I'm not much with the dyno stuff cause you can different readings from one dyno to another. The dyno operator has alot to do what your results, good or bad.

John, the different results on the chip were on the same dyno
10 minutes apart. You could measure it with a rubber band and
your still comparing side to side on the CHIP ...

Thanks for your studied input, my friend ...

Cliff