Another AEM Infinity ECU Install on a Coyote and...
Well, I got my roadster back on the road after the dyno disaster late last year. Took the opportunity to replace the destroyed stock coyote motor with an Aluminator XS (this proved to add some unintended consequences, I'll describe in a moment). Here's a link to that saga for those interested... http://www.ffcars.com/forums/45-for...ter-builds/469954-cold-air-intake-coyote.html
After having a new tune built for the Aluminator XS and logging dyno time I began driving the heck out the car over the spring and early summer months. The tune just wasn't quite right down at low RPM, especially at tip-in and tip-out conditions at no load. Clearly more power with this engine but the driveability characteristics just weren't as gentlemanly as my stock coyote motor. So back to the tuner I went for some more tweaks. We were able to improve it but still not quite right. I then pondered going back again to try and get more tuning done but began to think maybe it's time to start tuning this thing myself as the inconvenience to take it to someone continues to mount. I began looking into SCT's Advantage III Pro Racer tuning software since I was setup with the SCT tuner and tune already.
Enter David Borden... David says he's thinking of considering ditching the stock PCM in favor of AEM's Infinity ECU. Not knowing much about their product, I began my research and ultimately decided to ditch the SCT route and Ford PCM and go full hog. Fast forward and we are both sitting in tuning class down at AEM's headquarters (safety in numbers right?). After the whirlwind 2-day tuning training class and product purchases made, on to the install of the new ECU.
What sold me on the Infinity setup was the fact the hardware and software was manufactured and supported by one company. No locked tables, no mystery areas of the ECU, no reverse engineering. Everything is above board. Coupled with a one stop shop to help the likes of a sorry wannabe tuner like me. Couple this with some of the product features that I was really interested in, like Traction Control, and the user-friendly approach of their tuning software interface with the use of wizards, and I was hooked.
The physical install itself, while involved, went without a hitch. I took the opportunity to install tone rings on the rear IRS axles along with wheel speed sensors front and back. I also had to convert the VSS Analog VR signal from the Tremec TKO to a digital signal for the Vehicle Speed input to the ECU (Thank you Dakota Digital), wired in inputs for a 12-position traction control switch as well as some other inputs for engine protection strategies and some other features. Wired in the fuel pump to be controlled by the Infinity ECU. Done with that and it was time to start tuning.
What is really cool about the Infinity ECU is that AEM provides a base tune file for the stock Coyote motor. You basically start with a conservatively safe tune that will run your engine and can then tweak it from there. My problem was that the Aluminator XS uses larger heads and cams along with larger throttle body and fuel injectors. This would need to be compensated for in the tune. The great guys at AEM took my throttle body (Ford Racing Corbrajet Twin 65mm) and one of my fuel injectors (47 lb.) and characterized them for me on their equipment. This gave me the data I needed to build out the modifications to the base tune file.
It was time to start the engine. At this point David Borden was about 1 week ahead of where I was on mine. He had already successfully started, idled and test drove his without much of any issues. The engine started right up with not a lick of problems. However, there were immediate idling issues. Idle would range from over 2,000 RPM down to 400 RPM. The engine would just begin to oscillate as the idle feeback would work overtime to correct the oscillations. Until I could get the idle tuned properly there would be no driving it. With hours and hours of tuning on just the idle with lot's of phone and email support from AEM (those guys have been absolutely fantastic), I still have yet to get the idle working properly. All the issues have been focused on the drive-by-wire tuning. Particularly, we determined that there was some stiction in the throttle body down at just off idle at around 1-2% throttle position. Ultimately, I changed out the throttle body and went to the Super Cobrajet Monoblade TB. Still unsuccessful although through tuning the PIDs and the DBW Bias tables I was able to get the idle within a range of 600 RPM to 1300 RPM using idle feedback to control the idle. Still not acceptable though.
Both of these throttle bodies flow about 1600 CFM (twin) and 1800 CFM (mono). The stock Coyote TB flows about 900 CFM. Since upgrading to the Aluminator XS with the Cobrajet Intake and TB, I've never had nearly as good of idle characteristics as the Boss IM and Accufab 84.5 mm throttle body (1200 CFM). So my current theory is that the Throttle Body is just too large for the N/A application to reasonably expect low-end driveability. The slightest movement of the throttle plate causes a large run up or run down in engine speed as it takes in or restricts such a mass volume of air.
To test this theory I have ditched the CobraJet intake and throttle body for now in favor of the Boss intake with Accufab throttle body. Just finishing up the install now and should be back to tuning it this weekend. Assuming this fixes the problem I'll hit the road for some data logs and begin working the tuning out for the VE map, ignition, cam timing, and decel. Hopefully be back on the road soon.
Fingers crossed.
Trevor
Well, I got my roadster back on the road after the dyno disaster late last year. Took the opportunity to replace the destroyed stock coyote motor with an Aluminator XS (this proved to add some unintended consequences, I'll describe in a moment). Here's a link to that saga for those interested... http://www.ffcars.com/forums/45-for...ter-builds/469954-cold-air-intake-coyote.html
After having a new tune built for the Aluminator XS and logging dyno time I began driving the heck out the car over the spring and early summer months. The tune just wasn't quite right down at low RPM, especially at tip-in and tip-out conditions at no load. Clearly more power with this engine but the driveability characteristics just weren't as gentlemanly as my stock coyote motor. So back to the tuner I went for some more tweaks. We were able to improve it but still not quite right. I then pondered going back again to try and get more tuning done but began to think maybe it's time to start tuning this thing myself as the inconvenience to take it to someone continues to mount. I began looking into SCT's Advantage III Pro Racer tuning software since I was setup with the SCT tuner and tune already.
Enter David Borden... David says he's thinking of considering ditching the stock PCM in favor of AEM's Infinity ECU. Not knowing much about their product, I began my research and ultimately decided to ditch the SCT route and Ford PCM and go full hog. Fast forward and we are both sitting in tuning class down at AEM's headquarters (safety in numbers right?). After the whirlwind 2-day tuning training class and product purchases made, on to the install of the new ECU.
What sold me on the Infinity setup was the fact the hardware and software was manufactured and supported by one company. No locked tables, no mystery areas of the ECU, no reverse engineering. Everything is above board. Coupled with a one stop shop to help the likes of a sorry wannabe tuner like me. Couple this with some of the product features that I was really interested in, like Traction Control, and the user-friendly approach of their tuning software interface with the use of wizards, and I was hooked.
The physical install itself, while involved, went without a hitch. I took the opportunity to install tone rings on the rear IRS axles along with wheel speed sensors front and back. I also had to convert the VSS Analog VR signal from the Tremec TKO to a digital signal for the Vehicle Speed input to the ECU (Thank you Dakota Digital), wired in inputs for a 12-position traction control switch as well as some other inputs for engine protection strategies and some other features. Wired in the fuel pump to be controlled by the Infinity ECU. Done with that and it was time to start tuning.
What is really cool about the Infinity ECU is that AEM provides a base tune file for the stock Coyote motor. You basically start with a conservatively safe tune that will run your engine and can then tweak it from there. My problem was that the Aluminator XS uses larger heads and cams along with larger throttle body and fuel injectors. This would need to be compensated for in the tune. The great guys at AEM took my throttle body (Ford Racing Corbrajet Twin 65mm) and one of my fuel injectors (47 lb.) and characterized them for me on their equipment. This gave me the data I needed to build out the modifications to the base tune file.
It was time to start the engine. At this point David Borden was about 1 week ahead of where I was on mine. He had already successfully started, idled and test drove his without much of any issues. The engine started right up with not a lick of problems. However, there were immediate idling issues. Idle would range from over 2,000 RPM down to 400 RPM. The engine would just begin to oscillate as the idle feeback would work overtime to correct the oscillations. Until I could get the idle tuned properly there would be no driving it. With hours and hours of tuning on just the idle with lot's of phone and email support from AEM (those guys have been absolutely fantastic), I still have yet to get the idle working properly. All the issues have been focused on the drive-by-wire tuning. Particularly, we determined that there was some stiction in the throttle body down at just off idle at around 1-2% throttle position. Ultimately, I changed out the throttle body and went to the Super Cobrajet Monoblade TB. Still unsuccessful although through tuning the PIDs and the DBW Bias tables I was able to get the idle within a range of 600 RPM to 1300 RPM using idle feedback to control the idle. Still not acceptable though.
Both of these throttle bodies flow about 1600 CFM (twin) and 1800 CFM (mono). The stock Coyote TB flows about 900 CFM. Since upgrading to the Aluminator XS with the Cobrajet Intake and TB, I've never had nearly as good of idle characteristics as the Boss IM and Accufab 84.5 mm throttle body (1200 CFM). So my current theory is that the Throttle Body is just too large for the N/A application to reasonably expect low-end driveability. The slightest movement of the throttle plate causes a large run up or run down in engine speed as it takes in or restricts such a mass volume of air.
To test this theory I have ditched the CobraJet intake and throttle body for now in favor of the Boss intake with Accufab throttle body. Just finishing up the install now and should be back to tuning it this weekend. Assuming this fixes the problem I'll hit the road for some data logs and begin working the tuning out for the VE map, ignition, cam timing, and decel. Hopefully be back on the road soon.
Fingers crossed.
Trevor