TwEECer Calibration Files Needed for Supercharged SHO.

[MLNIUMFLKN]

I'm having some trouble with my Tweecer BIN file which was created from my SHO Shop LPM. It has problems with cold starts. What puzzles me is that I don't have this problem with the SHO Shop LPM. I only have the problem with the Tweece BIN file that was created from the LPM read. The Tweecer guys couldn't explain it either. Maybe some of the data from the LPM wasn't converted correctly or completely into the Tweecer BIN file. I don't know. I was wondering if anyone wouldn't mind sharing their Tweecer CCF's to use a starting point for a future tune. Here's my setup:

95 MTX, 3.2L, 9:1, High Flow Heads, 3-angle Valves, JE Forged Pistons, Stage II Cams, BBB's/EH Intake Runners, 68 mm TB, Vortech V-2 S-Trim, 2.87" pulley (14 psi), front mount air-to-air Intercooler, Water/Methanol Injection, 80 mm MAF, 47 lb Injectors, Walbro 255 lph, SHONut FPR, TwEECer RT, tech edge WBo2, MSD Knock Alert, SHO Shop Headers, Off Road Y-pipe, 3" Exhaust, Quaife LSD, DynaMax Clutch, 8 lb Flywheel, Short-Throw Shifter, SHO Shop Comp Suspension, 13" Baer PBR's, and 17x8" SSR Comp's.

 

[40BelowSummer]

Hey, you're mighty close and we have similar setups. I will see what I have on my tweecer laptop. Which 80mm MAF do you have? Do you have the injectors supplied from SHO Shop?

First thing is first, verify you have a relative fuel pressure of 39psi, so the tune will be accurate.

- Rhett

PS Im dynoing in Pocatello, ID on saturday

 

[sho_sc]

I'm having some trouble with my Tweecer CCF which was converted from my LPM. It has problems with cold starts. I was wondering if anyone wouldn't mind sharing their CCF's to use a starting point for a future tune. Here's my setup:

Car: 1995 Ford Taurus SHO, MTX.

Engine: SHO Shop 3.2 liter, 9:1 compression, high flow heads, port matched
intake runners, JE forged pistons, stage 2 cams, big bore butterfly valves,
extrude honed intake runners, 68 mm throttle body.

Supercharger: Vortech V-2 S-Trim, 13 psi, 80 mm MAF, 47
lb fuel injectors, 255 lph fuel pump, front mount air to air intercooler.

More than likely its your crank pulsewidth setting ... should be about 1/2 of the stock setting using the old SHOShop 47s (really 52s), Vadim (SHOShop) never did fool with those settings.

 

[MLNIUMFLKN]

Response to 40BelowSummer

Our setup's are very similiar (I just added a signature for a little more detail). I have the 80 mm MAF from the SHO Shop which I believe is from a Lincoln Mark VIII. The injectors were also supplied from the SHO Shop. I don't know my current fuel pressure, but I just ordered a FPR from SHO NUT so that should put me at 39 psi. I'm only 165 miles away in Salt Lake City and I don't know anyone around here who knows Tweecer/SHO's. Who does your tuning? Do they live in Pocatello? I would love to get a copy of your CCF after your tune on Saturday. Thanks

 

[TYSHO]

2.87" pulley (14psi)

Wow, are you running a super small air filter or something?

 

[MLNIUMFLKN]

Here's the problem (from another email):

I actually don't know yet what psi the boost is going to be at. I just got the pulley installed and I'm afraid to take it to full boost until I get a decent tune. A front mount air-to-air intercooler is not the best way to go on a supercharger because there is a pressure loss and you lose boost with all the extra piping and distance the air has to travel to get from the supercharger, through the intercooler core, and finally to the throttle body. I used to run a 3.48" pulley and I was getting 12 psi at the TB and then my friend installed the front mount and I lost 3 psi. I had no idea this would happen and I would've gone with an air-to-water aftercooler had I known. The Vortech guys helped me pick the 2.87" pulley and it should put me anywhere between 13-15 psi at the TB which is right where I want to be. Who knows, I may only get 12.

 

[MLNIUMFLKN]

More than likely its your crank pulsewidth setting ... should be about 1/2 of the stock setting using the old SHOShop 47s (really 52s), Vadim (SHOShop) never did fool with those settings.

What I don't understand is that I don't have this problem with the SHO Shop LPM. I only have the problem with the Tweece BIN file that was created from the LPM read. The Tweecer guys couldn't explain it either. Maybe some of the data from the LPM wasn't converted correctly or completely into the Tweecer BIN file. I don't know. I'll try cutting the crank pulsewidth values in half and see if that works. Thanks

 

[Toolman]

OT, but do you have any pics?

 

[MLNIUMFLKN]

OT, but do you have any pics?

Here's some old ones before the front mount, headers, water/methanol kit etc. I think I'll take some new pics tomorrow.

View attachment 113

View attachment 114

 

[sho_sc]

What I don't understand is that I don't have this problem with the SHO Shop LPM. I only have the problem with the Tweece BIN file that was created from the LPM read. The Tweecer guys couldn't explain it either. Maybe some of the data from the LPM wasn't converted correctly or completely into the Tweecer BIN file. I don't know. I'll try cutting the crank pulsewidth values in half and see if that works. Thanks

Compare your .bin with the X2J stock one and see if the crank pulse width hsa been changed.

 

[MLNIUMFLKN]

Compare your .bin with the X2J stock one and see if the crank pulse width hsa been changed.

The crank pulse width on the .bin has not been changed from the X2J stock and I assume the LPM is the same way since like you said, Vadim never fooled with those values. According to the Tweecer guys, the data on my .bin (192 differences from stock X2J) should be the exact same as the combined data from the LPM/EEC combo, but I don't see how this is possible since the LPM starts the car, but the .bin doesn't.