Nothing wrong with that I suppose..But it will be some reduction in fuel economy if you are worried which it doesn't sound like you are.


And you are using slightly more fuel at wot also...I think people typically tune for about 12.5-12.8 for WOT in an N/A application but 11.8 won't hurt ya...

 

It seems the factory tune targets 14.7 stoich but Ford adjusts for E10 so actual target comes out to be 14.1. I think that makes a 12.5 WOT target show as 11.8 on the cluster.

 

That could be but it gets confusing. You would have to log and see what the lambda reading is at WOT and then know what the stoic point is set at in your tune.


I idle at 14.1-14.3 due to the E10. I think the afr on the cluster already takes into account the stoic point programmed in your tune and the lambda reading from your 02's


So if you data log and your lamda is for each bank is 1.00 and your afr on your cluster is reading 14.1 then 14.1 is what is in your tune for stoic point...Not sure if I explaining that in a way that makes sense


Your 02's sensors just read lambda. Then based on what the stoic point is in your tune it tells you what the afr is.


If 14.1 is in your tune and at WOT your lambda is .84 then that would make sense it would display about 11.8 afr on cluster.


EDIT. Just checked in the software. The stoic point is set at 14.079 so unless you or Matt changed that if your cluster is showing 11.8 afr then it's 11.8 When you log lambda at WOT I bet you are seeing about .84


If 14.7 is the stoic point in your tune then when you log lambda at WOT you should see .80 for your cluster to show 11.8

 

I have a datalog ... at Max LOAD and WOT lambda is at .83 ....

 

You are good...Maybe just leaving a few ponies on the table...Not a big deal.


And if your lambda is showing 1.0 at idle and your cluster is showing 14.1 then that's what your stoic point is set at for the stoic for fuel..


I'm just guessing but I'd say the difference between 11.8 and 12.5 is 5-10 hp. That's why it really doesn't pay to run it on the lean side. The bigger gains come from timing. I think I read something like 1% gain in power for every 1.0 change in AFR but you get 2-3% gain in power from every 1* of timing advance.


I just thought you were on the rich side because I see forced induction guys run 11.5 AFR...I'm running 11.0 at WOT which I'm ok with also.

 

I'm not gonna mess with what I got. I just want something safe and maybe a little quicker than stock. We didn't mess with timing.

 

So I have the LCD no track packs no my color was wondering if there was anyway to get the my color into the gauges? Sorry if I'm bring something up that you already figured out.

 

You mean no track apps?...HHmm I didn't know you could get the LCD without track apps...Do you have steering wheel buttons? If you have buttons and the LCD then I would think if you have proper as built data installed in the cluster it might work.

 

Replacement ABS module came in today. Couldn't try it today, as I was finishing up my Nav retrofit. Will give it a shot tomorrow.

Hopefully this one works better in my car.

Stay tuned

LEXiiON

 

Yes I have all correct buttons on stearing wheel. I had Ford install and told just whatever is necessary to get it working cost 140$ in and out in an hr. But Ya no track apps no halo gauges

 

Wow this thread is awesome.. Took a while to even skim through. So if I wanted to get a new 2013 boss cluster from the dealer to retrofit in my 2012 boss 302, is it necessary to provide the VIN number of a 2013 boss 302? Would I just try and find someone on the boss forums and ask them for their vin? Or are most people getting used clusters from damaged mustangs? Sorry if this question has been addressed...

 

Hey find a vin number of a 13 boss and use that vin when you order it.

 

I used ebay to find VIN numbers. Some of us have used new clusters and some have used salvage clusters. New is more expensive but Odometer will be accurate without paying additional money to Odometer Shop to correct it.

 

Ok. i tried and tried... The replacement ABS does like to get programmed, no other DTC's than incompatible software. However, even with my own VIN and a 2013 PCM Code the incompatible Software does not go away (and yes, it first downloads the 2010 calibration and once it starts programming it want's to have the 2013 calibration... it will download that from the web).

But, even using my VIN all over the place, that DTC doesn't go away (as well as the TC lights solid and ABS blinking) and the Service Advancetrac message popping up. TrackApps does not work.

i updated BCM and SJB to 2013 as build, tried my as build for ABS as well as 2013, nothing helps ... the only thing i did not try, was the Shelby as build for the 2013...

Geee... is seems like the 2013 ABS doesn't like to talk to a 2010 PCM...

Matt, any idea? I mean we can try to figure something out, once I am in KC...

For now, no TrackApps for me

LEXiiON

 

The difference is when I did mine .. I had all the errors, software mismatch, all the ABS and traction lights on, Service Advance Track error ,, but my Tracks Apps worked.

I'll have to look back at my post .. but I don't remember having a problem using my VIN with the 2013 PMI ..

 

Well .. you are correct .. I did state in my post I used a 2013 VIN .... I do know that when flashed my PCM with the wrong VIN .. it gave me the incompatible Software error until I reflashed my PCM with correct VIN.

FYI .. there is a way to change your VIN in the PCM if you want to try doing that .. make the VIN in your PCM match the ABS VIN and see if software error goes away. You can do it by loading PCM ASBUILT. Its a little tricky but I can explain if you want.

 

Dan,

actually the PMI worked with my VIN, after we have PM'd. I deleted all files and watched the directory populate. Right when the blue bar comes for downloading to the ABS, it asks to go out again and then downloads the 2013 config data.
So that was successful, but didn't solve the problem.

I think, as I don't have Track Apps (well i have it as long until that error comes on, like 5 seconds or so) there is a comm error between the PCM and ABS.

Maybe just an init header that is different...

I guess i need to visit Matt to find out.

LEXiiON

 

LEXiiON, I could be just addind to something that you guys already know, But, the PCM in the 2010 is just a newer Version of the "Spanish Oak" PCM (Called the "Silver Spanish Oak" PCM in 2010). That has been in use since 2005-MY...
Im sure that all of you guys are aware that the 2011+ "Copperhead" PCM is a totally different animal......i.e. The Copperhead has a Much Faster Proc. more Memory, etc......

Maybe this is why you are having issues, But I cant remember whether or not you Switched your 2010 PCM over to the Newer Cpoerhead unit?...Sorry if Im speaking out of line here, Just trying to add anything that comes to mind

Sean.

 

Hi Sean,

I haven't swapped the PCM ... as I still have a good ole 3V. I pretty much believe that the Coyote PCM is a completely different animal. However some thoughts:

The Shelby's (2013-14) also have TrackApps. That PCM is probably pretty similar to the 07-09/10/11-12 PCM's, so the same ABS module is working with the 3.7PCM/5.0PCM/5.8PCM ...

So i assume it is mostly Software related, not so much HW...

But then, yes a Shelby or Coyote swap would give me TrackApps for sure, but isn't that boring?

LEXiiON

 

LEXiiON, True the GT-500 (Shelby's) used the "Spanish Oak" PCM from 2007-2011-MY's.
But begining in 2012-MY, the GT-500's Started using the Newer "Copperhead" PCM...
This I am sure of, as My Neighbor does have a 2012 Mustang GT-500, and yes his has the Copperhead PCM....
From what I have been told, the GT-500 also switched to having Wide band O2's in '12, and this coupled with the Launch Control, and the Adjustable EPAS, necessitated the need for the Shelby to also switch to a "Faster" PCM, even though both the '12's "Condor" 5.4 and the '13-'14's "Trinity" 5.8's don't employ the TiVCT systems on their 4 Cams....

Sean