Fordedit Or No Edit

[JB]

Dave,

Now I am aware who you are etc,  It is obvious you have achieved some great results with the edit.

It seems however that we have found our first major problem with it, in relation to 'boost spike' derrived from having the standard Axuator combined with an aftermarket Exhaust and standard intercooler.

This is where the Piggyback unit outshines the EDIT as it is able to control this, where the edit does not.

Thanks to Bruce's input from his car we have been able to work through the problem, however even with a bigger Axuator it is still apparent.

We are awating on the known solution being a duty cycle table from the US, but in the interim, I am interested to know how you have got around this problem with the cars you have tuned? I know that from speaking to others it is a common problem, nomatter what capa have said.

Would appreciate your thoughts and input

Cheers

JB

hi jb

just be patient with your tune/tuner because he will work it out.

what we have experianced on the turbos coming in is so many combinations and it takes a bit of thought process to work out what works best for each individaul tune. ultimately , yes we have found that the various duty cycle settings on the FordEdit are the answer to smoothing out boostspikes. ther are also various other maps to be taken into consideration when doing this also.

possibly the reason why it was easier on the piggy backs is because there wasnt much to work out and you could keep the boost readings under control although

reapatability was bad and varied when felt like it.( in short crude but effective)

the FordEdit is pretty sophisticted compared and harder to set up but when you get it right reapeatability is spot on every time.( worth the effort)

please consider though and not take forgranted all your hardware is properly matched.

have faith in your tuner and give him time to work with it.hopefully its also for his benifit and wont charge you much or at all for extra time.

hope this can help you

david

Yeah thanks Dave,

I do have total confidence in Rob at Horse Power Factory, and to say I am impressed witrh their approach and how they do things is an understatement. The standards he has set have impressed me to say the least, they have also opened up alot of information and questions that even capa have found hard to answer.

The information on this thing is awesome, and they know exactly what the problem is and how to get around it, I was just more interested in your experinence.

We are of the belief that we should not need to change intercooler and axuator just to get around this problem, when we were running the piggyback at the same levels without an issue.

They have spoken to other tuners who have got around it by dialing down boost through the midrange, or something of the like(you would understand better) but then to me that negates the whole purpose of going down this avenue of modding.

They have been appreciative of my paitence, and we will both benefit from the process.

Can you tell me how you have got around it without having a duty cycle table?

Thanks for your input!

[Geeseman]

How did Bruce get around it seeing he has a larger intercooler and actuator mods?

[JB]

How did Bruce get around it seeing he has a larger intercooler and actuator mods?

Steve that's how he did actually get around it if that makes sense?

[Geeseman]

How did Bruce get around it seeing he has a larger intercooler and actuator mods?

Steve that's how he did actually get around it if that makes sense?

Ok, forgive me for being slow here, but are you saying that with the larger cooler and actuator mods he overcame any problems?

Also, are you running 300rwkw with the standard cooler? Are the intake temps ok?

[JB]

How did Bruce get around it seeing he has a larger intercooler and actuator mods?

Steve that's how he did actually get around it if that makes sense?

Ok, forgive me for being slow here, but are you saying that with the larger cooler and actuator mods he overcame any problems?

Also, are you running 300rwkw with the standard cooler? Are the intake temps ok?

Yes Steve that is how you can overcome the problems, by changing those 2 components.

At the moment we are around 300rwkw with the standard cooler which we know is at it's limit. The obvious next step is the cooler as after 2 runs on the dyno we start to go backwards.

Any suggestions on a cooler that is good bang for buck?

BTW I cannot afford the APS one, I would like to find one that fits into the existing mounts of the factory one if anyone has any suggestions.

[macka'sxr6t]

Any suggestions on a cooler that is good bang for buck?

BTW I cannot afford the APS one, I would like to find one that fits into the existing mounts of the factory one if anyone has any suggestions.

<{POST_SNAPBACK}>

Working on one at the moment.

Using factory mounts and plumbing

Give me a week or so and I should have something that will help you out

macka

[JB]

Any suggestions on a cooler that is good bang for buck?

BTW I cannot afford the APS one, I would like to find one that fits into the existing mounts of the factory one if anyone has any suggestions.

Working on one at the moment.

Using factory mounts and plumbing

Give me a week or so and I should have something that will help you out

macka

Thanks Macka, the soon the better as I know you can appreciate.

Hopefully for a decent price?

How good are these ones you can buy on Ebay?

Hmm I might start another thread

[macka'sxr6t]

Hopefully for a decent price?

<{POST_SNAPBACK}>

Should be to your liking

macka

[fordedit]

Dave,

Now I am aware who you are etc,  It is obvious you have achieved some great results with the edit.

It seems however that we have found our first major problem with it, in relation to 'boost spike' derrived from having the standard Axuator combined with an aftermarket Exhaust and standard intercooler.

This is where the Piggyback unit outshines the EDIT as it is able to control this, where the edit does not.

Thanks to Bruce's input from his car we have been able to work through the problem, however even with a bigger Axuator it is still apparent.

We are awating on the known solution being a duty cycle table from the US, but in the interim, I am interested to know how you have got around this problem with the cars you have tuned? I know that from speaking to others it is a common problem, nomatter what capa have said.

Would appreciate your thoughts and input

Cheers

JB

<{POST_SNAPBACK}>

hi jb

just be patient with your tune/tuner because he will work it out.

what we have experianced on the turbos coming in is so many combinations and it takes a bit of thought process to work out what works best for each individaul tune. ultimately , yes we have found that the various duty cycle settings on the FordEdit are the answer to smoothing out boostspikes. ther are also various other maps to be taken into consideration when doing this also.

possibly the reason why it was easier on the piggy backs is because there wasnt much to work out and you could keep the boost readings under control although

reapatability was bad and varied when felt like it.( in short crude but effective)

the FordEdit is pretty sophisticted compared and harder to set up but when you get it right reapeatability is spot on every time.( worth the effort)

please consider though and not take forgranted all your hardware is properly matched.

have faith in your tuner and give him time to work with it.hopefully its also for his benifit and wont charge you much or at all for extra time.

hope this can help you

david

<{POST_SNAPBACK}>

Yeah thanks Dave,

I do have total confidence in Rob at Horse Power Factory, and to say I am impressed witrh their approach and how they do things is an understatement. The standards he has set have impressed me to say the least, they have also opened up alot of information and questions that even capa have found hard to answer.

The information on this thing is awesome, and they know exactly what the problem is and how to get around it, I was just more interested in your experinence.

We are of the belief that we should not need to change intercooler and axuator just to get around this problem, when we were running the piggyback at the same levels without an issue.

They have spoken to other tuners who have got around it by dialing down boost through the midrange, or something of the like(you would understand better) but then to me that negates the whole purpose of going down this avenue of modding.

They have been appreciative of my paitence, and we will both benefit from the process.

Can you tell me how you have got around it without having a duty cycle table?

Thanks for your input!

<{POST_SNAPBACK}>

jb

there are duty cycle tables that can be adjusted and also duty cycle scalars.

I feel that what we are finding though with the stock intake manifold vehicles

that the broad band is playing havoc with boost pressure raedings.now that the ecu can be played with directly any disruption of the manifold pressures when raising boosts disrupts ecu boost actuator maps. we can get around this by resetting duty cycles at particular manifold pressures.

again piggy backs only bent readings and ecu maps were still standard.

now we can change the standard ecu maps therefore one thing affects the other.

again we need to properlyset ecu parameters in various maps to get stable boost.

boosts are more consistant with no broadband manifold and proper duty cycle settings.

ive just read this back to myself and confused myself !

not trying to confuse you but I hope someone can explain it beter.

david

[XR6_ED]

Turbo aren't running broadband ,only the NA utilise the broadband