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Looking at the differences again, Ford applied an additional 5.5 to 6 deg to borderline tables almost across the board for all IMRC-closed mapped points. However, in all the IMRC-open mapped points, they didn't make blanket changes, but added anywhere from 0 to 9 deg depending on load and...

Coyote and 5.2 use different rod bolt sizes and torque specs. OEM spec for Gen3 coyote is Stage 1: 177 inlb, Stage 2: 28 ftlb, Stage 3: 105 deg. Oddly, least last time I checked, the Ford manual did not instruct to discard and replace rod bolts. Also odd, ARP didn't make a replacement for...

The gen3 FP tune was pretty simple. It accommodates the large tb and maf, increases torque demand at part throttle (akin to sport mode), and adds some borderline timing. They didn’t just add across the board though. Some places got way more than others. Basically it just gets you to mbt or...

You can reduce shift firmness or increase shift torque modulation.

I pulled up a random 2020 Roush Mustang file and checked these tables. The coastdown downshift tables are identical in this file, between sport and normal modes. However, the "normal" downshift tables compare as follows: Based on this table alone, it wouldn't surprise me to see the behavior...

@bmcdonald yes mine is supercharged. 14 psi, e85, 11 flat at 125 in a crew cab. Oil isn’t sticky. If there’s a sticky substance in the map sensor I could see that preventing it working since the diaphragm has to move.

I’m at about 55k miles on my Roush f-150 and I’ve never had this issue. But I also have nearly zero oil consumption. It would be very surprising to me if oil contamination causes problems in a map sensor.

@SBR70.3 one potential solution is to increase commanded fuel pressure. That will cause the venturi to flow more and potentially keep the bucket fuller.

Sorry, a wet shot on a coyote is a bad idea.

@deanm11 when you do orifice flow calculations, and it’s been a while and I’m going by memory, viscosity makes almost no difference. Something about the reynolds number or perhaps the speed of sound, I can’t remember for sure.

Roush, notwithstanding,

100% this.

If you’re going pd, I can help objectively guide you through pros and cons of each option. I have a Whipple 2018 that I bought new and supercharged from a couple months after it was purchased. It was a daily driver for several years and over 60k miles now.

Could it be that the new throttle bodies are digital so you won’t get a voltage signal since it’ll be in something like period, frequency, or even binary?

@John S i ask because these things really aren’t as sensitive to ethanol content as most think. You could run e0 to e40 or 50 on the gasoline tune and e50 to e90 on an e85 tune and in most cases never know the difference. That and when you think you’re draining your tank, you really aren’t...

@John S im assuming you don’t have flex?

Your current injectors will work if your tuner really knows what he’s doing.

As far as I can tell, there are only 2 “elegant” options as of now. 1: Enlarge the venturi orifice yourself. I can guide you some on this. Or 2: consider an option from kpm, who have focused on bucket filling rate as a priority in their design.

Eh, there's a good chance that won't fix your problem. I think many companies overlook the importance and design of the venturi system, which is what's causing your problem. The OEM gen3 design fills the bucket faster than the pump can pump out of it. When you switched to E85, this upset that...

Here's an example. We have 3 sets of data for the FP 52# injectors: FP, Trinity, and Whipple. Also, the FP 55# injectors are OEM in the Predator and quite popular in the centrif setups, but are very close to the 52s in flow, and data is only available in the OEM Predator tune AFAIK. Here are...