[AaronDC]

I've got a 2001 Lightning with several bolt-on mods. The full list is below if you're interested. Right now, it's running on a "canned" DiabloSport tune. I've recently done several more mods, and plan to add more boost in the spring. It's past due for needing to be retuned, so I'm going to try tuning with the Quarterhorse, Binary Editor, and hopefully the CXN1 strategy from Adam.

This forum has a lot of great information. I've been reading through it rigorously for the last few days and passively for the last 6 months. A friend and coworker is familiar with programming through the quarterhorse, so I'll have some local help. I'm sure I'll have some questions for you guys as well.

In addition to tuning for driveability, horsepower, low ET's, and grins, I'll also be tuning for better efficiency. This is a truck, and it is still used as a truck. I tow a 3600lb (car and trailer) about 5000 miles per year. From what I've read, there's not much difference between "hot" tunes and efficiency tunes. My truck has a quick change lower pulley setup with three pulleys (0 overboost, 4lb overboost, and 6lb overboost). Unless I learn that more boost means more fuel efficiency, I plan to use the small pulley for towing and/or efficiency, and the large pulley for power. While there may not be much reason to have a fuel efficiency tune and "hot" tune, I'm certain there will be reason to have a different tune for each pulley.

I have found nearly NO information about tuning a 2nd Generation Lightning with a QH. If anyone can point me in the direction of others that have, please do. I'm also open to hearing that the QH is a bad match for my truck and/or what I'm hoping to do with it.


Full Mod List (drivetrain related only):

-stock Eaton M112 ported/smoothed significantly
-4lb lower pulley (have 6lb and stock size pulleys as well)
-long tube headers, high flow cats, bassani cat-back
-CAI
-95mm MAF
-C&L elbow
-Single blade TB
-C&L upper plenum (ported/matched to SC inlet)
-1/2" CPVC plenum spacer
-EGR delete
-Mark VIII electric fan with MadFan controller
-Punisher trans valve body

I think I got it all. There might be a couple other items I'm missing.

All thoughts/criticisms welcome.

[decipha]

your 'certainty' is inaccurate, spark and fuel tables are based on load which is airflow, you do not need to change tunes because you changed pulleys

i'd stick with the smallest diameter pulley you got, unless your scared of the powah

tuning the lightnings no different than tuning any other ford, its still the same ecu programming, start with the basics then work your way from there knocking down each little 'occurance' as it pops up

[decipha]

oh and WELCOME TO THE FORUM!!!

[AaronDC]

I assumed that the computer would have a problem with the load values being different for a given set of parameters as I switch back and forth between the different pulleys. If the computer won't have an issue with that, then that's potentially less work for me since I won't be concerned with dialing in more than one tune.

On a Lightning, the supercharger belt is seperate from the accessory belt. We tend to increase the diameter of the lower pulley instead of decreasing the size of the upper pulley. What you really mean is that I should run the biggest pulley.

My only reason for running the smaller pulley (lower boost) when towing is to keep the SC rpms down for fuel efficiency. If keeping the rpms lower doesn't improve fuel efficiency at all, then I'll just run the big pulley all the time. It doesn't take too much power to spin the SC at a constant speed with the bypass open, so it wouldn't surprise me if the benefits end up null.

Thanks for the info. I'm here to learn.

[markedforlife]

With them long tube headers i would start tuning from this point, read this thread



viewtopic.php?f=2&t=16869
Read the comments in BE on FN1351