TracKey is here! Those that are installing - please post!
Originally Posted by cloud9
The dyno charts I posted at BMO don't show it though .......
. Looking forward to seeing some dyno comparisons between the two keys, just for grins.
V6 Member
Joined: November 29, 2010
Posts: 59
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From: Swansboro, NC
Originally Posted by badasbullitt
That was Crossroads Ford in Wake Forest which I believe is only an estimate because the manager is not sure of how long it will take to program etc.
But Crossroads in Cary is charging $75 for labor + 302 + tax. I will take it there if I decide to have it done.
What club discount allows 10%?
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Shelby GT350 Member
Joined: November 20, 2010
Posts: 2,382
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From: Sioux Falls, SD
I drove the black key home tonight after running TracKey the last few days and butt dyno says there's more low end torque but maybe it's just the throttle response I notice. Wish I didn't have to wait until April to find out how it performs on track
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Joined: September 23, 2011
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I really haven't had trouble shifting on the street, other than the occasional annoyance of skip shift (which I should disable). It does eliminate that which is nice, but skip shift engages at relatively low RPM and drivability at low RPM is degraded with TracKey, so it's probably a wash. That said it shifts great under aggressive driving. I'll be curious to see if it seems any different on track. I don't miss many shifts, but did miss 3-4 a couple times on one track that requires a short shift at Turn 7. If you don't have the clutch pedal buried when shifting it won't go and I just got a little lazy in those cases.
I had a number of issues with the 3-4 shift yesterday at the track, oddly it wasn't till later in the day. I would lockout of 4 somehow. Tried shifting slower and seemed to help. Not sure if it was me or the shifter/tranny. Bearing this in mind, I also had a personal instructor for the day that taught at Bondurant for 20 years and he had the same issue a couple times.
Bullitt Member
Joined: January 16, 2011
Posts: 200
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"Changes made to the design or operating conditions as exempted by the Air Resources Board, which adversely affect the vehicle's pollution control system shall invalidate this executive order"
Those requirements are extremely detailed - take a gander here...
http://delphi.com/pdf/emissions/Delp...-2011-2012.pdf
In other words, TracKey cannot reduce the durability standards as met by the emissions equipment that is in place as certified under the approved Application for Certification carline and test group (2012 Boss 302 Coyote engine). It becomes a very tricky dance for one to attempt to show that the approved TracKey tune caused an emissions related failure (this quickly flowcharts to emissions vs typical driveline failures, MM Act inclusion - very messy when trying to point the finger to determine how the failure is warranted).
Sticking with simple (
) emissions equipment related failures, the standard Ford warranty would have to remain in tact and not reduced...
From here...
http://www.arb.ca.gov/msprog/aftermk...procedures.pdf
Engine, clutch, U-joint, rear differential, etc, failures, will be difficult to align with the specific use of TracKey as well. It'll be interesting to see how actual claims are handled in the near future.
Somewhat underwhelmed and disappointed by the idle. And if the change is because of CARB................... On another not there is an unpleasant harmonic buzz from the exhaust under hard acceleration. I suspect the dealer may have damaged the side exhaust when hoisting the car as this happened at another dealer. I'll check it out under day light and report any other things I notice.
We'll most likely never regress, where standards are concerned. CARB is like a train gone out of control and anyone that dare stand up to it will become less than a flattened penny in a nanosecond. Without SEMA and some true enthusiasts in key places, the performance climate would be much like it was in 1972. The green movement needs to be as realistic as it is responsible. Problem is, it has become self-aware...
Can anyone please take a clear photo of the sticker they receive before they apply it to their car (a squared up shot and not skewed from an angle) and post it up? For example, here is the EO sticker for my 725 hp FRPP/Whipple kit
Last edited by Tob*; Nov 5, 2011 at 10:58 AM.
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Joined: September 23, 2011
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Oh, and here's a great vid must watch (porsche chasing mustang) http://www.youtube.com/watch?v=MPfxt...e_gdata_player
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Joined: July 7, 2011
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From: Birmingham, AL
For what it’s worth…. I did a little data logging today (had to see for myself) and found:
1. Hit rev limiter in second gear – max RPM = 7,557
2. PCM accomplishes two step launch control by varying the “commanded throttle”.
3. Spark advance goes from about 20 degrees advanced to about 3 degrees retarded when Lopey idle is actuated. Spark timing bounces around a bit during idle.
1. Hit rev limiter in second gear – max RPM = 7,557
2. PCM accomplishes two step launch control by varying the “commanded throttle”.
3. Spark advance goes from about 20 degrees advanced to about 3 degrees retarded when Lopey idle is actuated. Spark timing bounces around a bit during idle.
Thread Starter
Shelby GT350 Member
Joined: November 20, 2010
Posts: 2,382
Likes: 1
From: Sioux Falls, SD
I'd love to get some corroborating (preferably conflicting) data.
Mach 1 Member
Joined: June 9, 2010
Posts: 717
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From: Mid-West
For what it’s worth…. I did a little data logging today (had to see for myself) and found:
1. Hit rev limiter in second gear – max RPM = 7,557
2. PCM accomplishes two step launch control by varying the “commanded throttle”.
3. Spark advance goes from about 20 degrees advanced to about 3 degrees retarded when Lopey idle is actuated. Spark timing bounces around a bit during idle.
1. Hit rev limiter in second gear – max RPM = 7,557
2. PCM accomplishes two step launch control by varying the “commanded throttle”.
3. Spark advance goes from about 20 degrees advanced to about 3 degrees retarded when Lopey idle is actuated. Spark timing bounces around a bit during idle.