GT350 Mustang PCM calibration files (RPM, fuel flow, airflow, firing order, etc)

Our friends at HP Tuners dug into the GT350 Mustang Voodoo engine's PCM calibration files as they have added support for it to its VCM Suite software.

Here's a look at the tables that they sent us:

Any context to this? How did they get it? Is it final tune?

8,050 rpm redline is lower than I expected. I was thinking 8,250.

Ford makes the calibrations available for download so that dealers are able to update their service tools.

I have no idea why this calibration was made available so early, and it is likely just a preproduction file, but I imagine it will be close to the final calibration.

I'm lookin forward to seeing what the voodoo is capable of once you and other tuners do your magic

Can someone explain why 12 cylinders are listed?

The 8,050 RPM rev limiter raises questions for me as well. All of the tachs on the show cars definitely looked more in the neighborhood of 8,200.

I see a bunch of different fuel flow rates - not sure which to use. Based on the numbers and assuming a typical BSFC, can anyone tell me what HP this amount of fuel consumption implies?

Edit - expect 0.45-0.37 lb/hp hr? I guess after reading more about brake specific fuel consumption there is so much variability between different engines that it is probably not going to be any better for a power estimate than what we already have.

Perhaps the lower redline is due to this data being collected from a non-R motor? Do we know if the R gets a higher redline?

FWIW, I know in those spy videos of the GT350 and the GT350R on the 'Ring, the R seemed significantly higher-pitched.

Gripley said:

Perhaps the lower redline is due to this data being collected from a non-R motor? Do we know if the R gets a higher redline?

FWIW, I know in those spy videos of the GT350 and the GT350R on the 'Ring, the R seemed significantly higher-pitched.

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No Resonators make them sound different.

As of the last update from FORD the two cars would have no difference in the power plant. The differences would be in the Suspension and the light weighting.

I am sure they were sent a pre-production file and nothing final yet. I believe that even Ford press mentioned 8200 rpm + redline, so I wouldn't look at this table as the gospel just yet. Also, HP could have been fiddling with it. Also, this could indicate RPM for a different key (black key vs. red key) or even a break-in mode like the GT 500s had that restricted power, etc. for the first few miles...

The big injectors indicate that RPM is gonna be high. They are needed not just for the horsepower, but to keep flowing at high rpm without going 100% duty cycle. I am surprised they didn't use a low impedance injector which will survive 100% without failure.

Would it be more likely that the 8050 RPM is where the peak torque hits and the 8200 RPM would be the typical follow through on the torque band. If its geared more towards EPA configuration... then wouldn't that 8050 make more sense to see the relevant air to fuel ratios.

Cruzinaround said:

Would it be more likely that the 8050 RPM is where the peak torque hits and the 8200 RPM would be the typical follow through on the torque band. If its geared more towards EPA configuration... then wouldn't that 8050 make more sense to see the relevant air to fuel ratios.

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Good reasoning.

According to this article (http://articles.sae.org/13709/):

The new Ford spins to a heady 8000 rpm before fuel cut-off, according to Nair, and has another 250 rpm of safe headroom.

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What if it is like the previous GT500 where it has a higher RPM redline for 8 seconds and then goes down to a lower RPM redline?