I did the pvc tube thing with a k+n drop in didnt notice much improvement but i dont spend a lot of time over 3000rpm. Maybe I should have stuck with it.

 

And, to be realistic, would you actually "feel" an approximately 8 HP increase in those RPM regions? (I think it's a change of about that much, but I could be wrong).

I have to wonder why Ford, in its infinite wisdom , decided it would be a good engineering move to "choke down" the intake diameter where it enters the fender well? Is it because possibly they wanted to limit power at the higher RPMs, maybe to avoid damage and warranty claims?

That narrow opening is there for a reason - you can bet on it! I'd just like to know the reason.

- Jack

 

So would I, actually. You know what the funny thing is? The snorkel on the 2009 is perforated around the tube. The stupid thing looks like a Whiffle Ball! Even with all that, it still ran better with it removed. Go figure.

 

my f150 build date is 02/05. so would this be early? i just checked the ltft's with my red brick, and they show -10% for bank 1 and -7% for bank 2. this would mean that the truck has a rich condition or a lean condition from the factory? i just recieved an s&b intake and would like to throw it on, but not if it's already lean. if i'm understanding correctly i think my truck is already a wee bit rich.

 

LTFT can change with engine operation. Did you check various RPMs and LOADs ?

 

no i didn't. i just checked at idle. i forgot about that part. i'm usually scanning for more transmission related pids. i guess i should spend some time on eectuning. it's been a while since i messed with the tweecer in my 5.0. so what values would show i'm running lean? would it be a positive percent or a negative percent on the LTFT's?

 

Good discussion guys, couldn't help it, bee n a while since I saw a good lean discussion. I pulled the intake off, ran the stocker for a few days, the loss in power and throttle repsonse is definite so I had a few beersin the shop last night and put it back on while watching the Speed network

I will give the custom tune a shot and find out what I've been missing, now just to pick who will I buy from...........

 

Talked with Troyer, shoud have everything faxed off today.

 

i changed plugs today and went for a ride with the solus hooked up. at idle my ltfts are -2&3% at cruise its at 5&6% under heavy load it goes up to 11%. so i guess a tuner is next on my shopping list. in the mean time i'll drive it easy, and not do any towing. that s&b intake sure gives it more growl, and i'm quite happy to report no significant noise increase while cruising.

 

So, at idle, where it probably doesn't matter much, you're a tiny bit rich. At cruise, a tad lean but under load, more lean. Keeping your foot out of it sounds like a good idea to me! But, could you increase your WOT fuel to bring the "load" LTFT down? (I'm asking, because I don't know the answer. Possibly, this is a quick fix?)

- Jack

 

the only way to bring the ltft back properly will be to adjust the maf curve. you shouldn't ever have to touch the load unless yo throw boost at your truck, in which case it will easily go over 100% load. with 10 lbs. boost my mustang sees up to 160% load.

 

Jack,

In the files I sent you, look at s1.pdf pg. 78 (Short Term Fuel Trim) & pg. 79 (Long Term Fuel Trim).

Long term fuel trims can be applied @ WOT. Hope that answers your question. As for increasing the WOT fuel multiplier will help, but would not be the correct way to do it.

What do you mean "shouldn't ever" ? The only thing 'load' adjustable in the tune, are the LWFM tables. Those are the only tables where you can adjust load based on TP/RPM. I have seen a ~2% increase in my tables and applied those values correctly. LWFM tables may be used for fueling transitions.

 

i stand corrected. i guess i should read up on the newer strategies. it's hard to clear my head of all the old gufb/a9l stuff.

 

Thanks, I knew increasing WOT would not be ideal at all, but thought it might help until a custom fuel map could be generated. The reference to fuel trims is actually on Pg 70 and 71 in s1.pdf, but as I understand it, the PCM tries to keep the air/fuel ratio cycling around an ideal point based on what the O2 sensors see and report to generate the STFT pulses to the injectors. Yet, because people report symptoms of running lean (white, worn plugs, etc.) the PCM must not be able to do it if the baseline settings are too far out of whack and the LTFT values have reached a limit that prevents compensation for the larger deviations.

Or am I missing something here? (Wouldn't be the first time). :o Carburetors were certainly simpler.

- Jack

 

carbs are for quitters.