I guess tuning coyotes to 8 second et's on paxtons, vortechs, prochargers, whipples, kb's, and turbo's isn't good enough to be considered next level, but what do I know.No question peak cylinder pressure is at peak torque but its very unlikely anyone is towing trailers with a mustang so one goes through peak torque rather quickly. Truck applications are detuned some for this very reason. One can't even maintain boost going up a long grade, we have plenty around here that we test on. The power to weight is so great, you can't maintain throttle unless you are on a salt flat or running on a test track like Hennessey did going 195 and climbing.... Since we've worked with OEM engineers, we know that 700RWHP is not an issue on piston and rod unless you detonate or run high EGT and cat temps. Therefore timing, airfuel and proper safety margins are all part of the equation to make one work.
Lund is great, but this is a different level. We've always set the standard, were using dual IAT's, not one, tuner kits don't, PC, Vortech, Paxton.... don't, therefore we have temp differential since there both critical. Since this is a torque based module, were not manipulating the torque tables, but predicting with proper supercharger, bypass, intercooler, manifold, throttle body and maf models. While I would love to explain some of the new adaptive logic and fail safes, I have to wait just a bit longer so nobody tries to copy it.
I thought Lethal was going to be testing the other day, I see hp numbers from the eom calibration, but no et's?
Care to share what the car ran?
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