We’ve got some more content coming but here are our initial stock baseline dyno results. All runs were performed with a 5min cool down in between. This is a Mustang MD500-SE load bearing dyno and is using a freshly performed parasitic loss calibration specific to our vehicle.
The OAR (Octane Adjust Ratio Learned) value was verified to be fully learned at a value of -1.0. This is verified to ensure that we are testing with the OEM calibration to provide optimal performance. We would highly recommend verifying this value before ANY dyno test as we’ve seen competitors perform baselines with an OAR of 0.0 which is not an accurate representation of the power the OEM calibration can provide!
The 2015 Mustang Ecoboost AT (Non PP) has a 121mph speed limiter. This prevents 4th gear dyno testing from completing. Additionally, the OEM torque converter calibration does not allow for low RPM WOT conditions. As such, we had to modify the speed limiter and torque converter lockup schedules to allow full sweep testing. No other calibration changes are applied.
Stock Baselines 93oct 4th Gear 2000-6500 Sweep 85F Ambient (HP/TQ/AFR)
Stock Baselines 93oct 4th Gear 2000-6500 Sweep 85F Ambient (HP/TQ/Boost)
What did we learn?
Well for one, a full 4th gear sweep is extremely long and painful for a stock car. The sweep starts at ~30mph and ends at 133mph! During that time a lot is going on. For one, the car is making a phenomenal amount of torque right of the bat at a relatively low boost level. The torque curve is flat as a rock for about 2500rpm, when all hell breaks loose with heat management. This is when the power tanks and you see massive losses. Heat management strategies are in place to protect the engine and are typically a bit overkill due to inaccurate models. We’ll be doing some more research and testing on the validity of the recorded values to help uncork some of the power robbed from these functions.
Some interesting data from the runs:
Boost – Start 13.1psi, Max 20.1psi, Redline 12.56psi
AFR – Great up until overtemp conditions, then sinks as low as 9.9:1!
ECT – Start 191F, End 226.5F
Charge Air Temp – Start 100.1F, End 184F
Oil Temp – Start 189.4F, End 205.2F
Trans Oil Temp – Start 175F, End 194.4F
Ign Timing Correction – Removed up to -2.5 degrees
We’ve got some ideas and strategies that will be going in place to safely extract the hidden potential from this engine. We’ll start first with our Stage1 calibration which is designed to be used with a bone stock car. This is going to be as simple as it gets, jut plug in the Accessport, flash a map and go!
We’ll be posting more information, results, and tech articles in the near future as our research and development progresses. I’m really looking forward to putting this car through its paces and developing exciting new features and calibrations for all of you guys to enjoy!
As always, feel free to ask us questions if you’ve got them!