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If you want to be a ”tooner” those manuals won't teach you anymore than some of the bad advice on this forum and others like it.

If you want to understand how we really do it spend some time...

They aren’t “missing.” They haven’t been mapped into HP Tuners interface software.

If you use the M-9600-SCJ16 clean air tube you can use the MAF data from the 16 CJ. If not use the MAF data from a 15-17 Whipple cal.

What year car?

For a Copperhead ECU from a Mustang with a Whipple you should use data from the 13-14 or 16 Cobra Jet program for most of your sensors. That data was done in a lab at Ford and/or Roush facilities....

First, the obvious, such as using the MAF transfer, manifold filling volume and ETC data from the Whipple cal in the Roush cal. FIC data too,
The Whipple MAF transfer function was probably done in a...

So you’re running one of our strategies?

The issue with the Whipple calibrations is typically the air model. I highly recommend that anyone attempting to adjust parameters spend the money on a...

What strategy are you using? Whipple or the stock strategy?

MAP sensor. Speed Density. There is a reason we don't develop SC and EB engines with MAF.

For a boosted engine where you're not concerned with other devices on the CAN, such as IPC, BdyCM, RCM, etc. the truck or the 18-20 Roush SC strategy is better because they are MAP based. The best...

Does the FPDX strategy have the the MAP enabled? Trying to figure out why 15-17 Roush kits install a TMAP and then just zip tie it out of the way.

MCT is the “IAT” in the manifold itself. The Ford SC OS that Whipple uses has the dual temp sensors for IAT. One in the MAF, one in the Manifold.

3.750
You can run a 3.625 if you are on 93.

Thinking more about your issue and given the limits that we have with HPT on these Ford cals I would say a targeted correction factor of the MAF...

That's all hacking. Not calibrating. If the MAF curve on supermans car wasn't from the GT he'd see much better FT's.

As long as it's the same year and transmission it should be OK. In know people at HPT prefer the Roush OS over the Whipple.

The solution is to reduce the injector pulse width at idle.

Yaw disagrees with this.

superman07's issue is that it appears he wasn't given his ID 1050x injectors when the kit was installed..



I told you what to do with it.

What I find interesting...

Are you running stock fuel rails?

It's not how they might do it. It's how it's done. I work in OE engine research for one of Ford's competitors. I've never seen a Ford strategy that didn't have this logic. The table is right there...

Those values are correct for a Whipple calibration. One problem I see with this is the lack of a standard for which channel (you guys call them PIDs) we are discussing. On one hand you are telling...

That's exactly how it's calculated. During development the engine is instrumented with pressure transducers, surface temp sensors, thermocouples, pressure differential sensors, etc. We know that at...

Put the engine a climate controlled test cell and take temps of the rail and fuel at various operating conditions and then base the inferred values off of that. That's how we do it.

Use a Kavlico MAP sensor and feed the voltage to the MPVI analog inputs. Same thing with the EGTs for the front gas on the cat brick, we use actual sensors when these are on the dyno. You guys should...

For Whipple its a lack of money. development of this kind takes several million dollars and that's if you own the equipment. If not you're going to pay for the time. Typically this time isn't on an...

That's because Lund is a "tooner" himself. NOT a calibrator. You can not calibrate these cars on a Dyno-Jet. You cannot calibrate these cars without the proper instrumentation of the vehicle, an AC...