5.0L FORD DYNO TESTS PDF

Ford 5. The quad-cam Coyote was already an extremely efficient air pump, but the Ford engineers took things even further on the dual-fueled up engines. The jump to direct injection was a bit of a learning curve for most auto manufacturers. Due to the inhomogeneous blending of air and fuel at low engine speeds, controlling engine emissions has become harder.

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Ford 5. The quad-cam Coyote was already an extremely efficient air pump, but the Ford engineers took things even further on the dual-fueled up engines. The jump to direct injection was a bit of a learning curve for most auto manufacturers. Due to the inhomogeneous blending of air and fuel at low engine speeds, controlling engine emissions has become harder. Think of a mist sprayer port injection versus a pressure washer direct injection. Some car manufacturers that use supplemental port injection will spray the DI and port injectors together at low rpm, whereas the Gen 3 Coyote relies solely on the port injection at low loads, then adds in the direct injection as engine speed increases.

See all 13 photos Hidden in the valley and under the intake manifold is the heart of the direct injection system. Ford actually cast provisions for direct injection into the first generation Coyote heads so the adoption was evident.

The up Coyote uses direct injection with supplemental port injection. While this all sounds overly complicated, the system is rather contained, and the direct injection pump receives fuel from the port injection fuel rail. What this means for gearheads is that we no longer have to deal with direct injection injectors and pump lobes, allowing for a simple upgrade of the port injectors when additional fueling is required.

The factory port injectors on a up 5. Sounds like a howling good idea to us! Ok great, so swapping a up crate engine is complicated as hell, right? Not at all! Though the Coyote engine is application-specific, it is still nearly plug-and-play after a few power and ground connections have been established.

A standard fuel pump with a higher static fuel pressure of 65 psi supplies the rails just as previous generation Coyotes. See all 13 photos After a break-in cycle, we went wide-open throttle with the bone-stock calibration. This resulted in The methodology behind our testing was to follow the process in which an engine is normally modified. Here, we started with the percent stock engine, down to the air box and catalytic converters.

We will then add a JLT cold air intake on 91 octane, and later optimize for E85 fuel. Our engine fired up instantly and we could tell immediately that the Gen 3 is a much smoother running engine than earlier Gen-1 and -2 designs, thanks to charge-motion control valves built into the intake manifold.

After a break-in cycle, we went WOT with the bone-stock calibration. This resulted in an astonishing See all 13 photos Oftentimes the first modification to a Mustang is an intake and exhaust.

With more air comes more horsepower, but the MAF curve in the software must be accounted for. See all 13 photos JLT uses a full 4. We went with the oiled filter, but JLT also offers a dry version as well.

All in, we broke horsepower with That was a respectable gain of Steve Brule of Westech Performance near made the pulls on our Coyote. A custom strategy is required when increasing the mass air flow sensor housing size over stock. Optimizing on E85 Cold air intake, check. With an E85 tune being the easiest, we opted for that. Westech Performance stocks a slew of Rockett Brand Racing fuels, but for our testing purposes, we were most interested in their balanced E A couple of partial pulls allowed Rios to get the timing and air-fuel ratio where he wanted it.

Another solid gain put us at See all 13 photos With the JLT intake installed and our tune optimized for octane pump gas, we broke horsepower with That was good for a respectable gain of Having dyno tuned several Coyotes, we were blown away by the power from such modest changes.

See all 13 photos.

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