List of legit 3V tuners still active and the advent of self-tuning

[06 T-RED S/C GT]

VMP in Florida. Or Lito.

From my understanding VMP discontinued tuning support for the 4.6L 3 valves quite awhile back and only provides tuning for the 07-14 GT500 and 11-current Coyote 4v cars

 

[Parker Lewis]

Lito just did my tune. It wasn't cookie cutter either - running a lightly modded 3V w/ cams and controlled by the 2V PCM (2001 mustang 3V swap). It took a few back and forths but he's got my tune about perfect now, the car idles and drives as you'd want it to. I bought a used, unlocked SCT x3 for $100 and got the free SCT software for uploading tunes to the x3 and for datalogging. Only cost on top of that was Lito's fees which are more than reasonable. He was helpful for my build too, advice on what sensors i needed to keep, etc. I'm setup to pass emissions, just need a few more miles until "systems ready" then I'll go get tested.

 

[Rich Grundza]

I bought my supercharger from them, they were ok when I did the install and such but now I'm going to E85 and talked to them about it. When I ask some questions they got snippy with me and I felt like so I say deal with somebody who wants your business and is willing to work with you.

 

[BAD3VLV]

I once reached out to lund and they went dark on me once they found out I had a 3v... don't talk to poor people!!

My car is tuned by Lund and they did a great job but they are no longer taking 3v customers. They're trying to focus more on the new coyote stuff.

 

[eighty6gt]

Wait a couple years they'll only talk to fans of elon musk

I saw a rocket being built behind the lund shop!

 

[nfrizell]

Torrie at unleashed tuning.

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[Doug@C&L]

I actually made the switch from Brenspeed to JDM engineering over 4 years ago.. Despite multiple tune revisions, Brenspeed could never get my gear ratio back to stock 3:55 from the previous 4:10 setup, then had the damn nerve to point the finger at SCT rather than take ownership by writing the proper tune revision. I also know through personal experience about how poor their customer support and service is especially when you end up having to deal with Doug who IMHO is a total dick head who knows absolutely nothing when it comes to providing customer support/service.

It’s funny how many people tried to jump on the “ We have our own DOUG to serve you now” when I got outta of it. Not all Doug’s tuning and customer service knowledge are the same!! Lol

 

[06 T-RED S/C GT]

The Doug I'm referring to who works at Brenspeed is not a tuner nor is in the tuning dept. He's strictly a customer service rep. As far as I know, Brent still does all the tune writing, but does not communicate directly with customers as he did back in the day before Brenspeed became such a household name for itself. Btw: DOUG, my name is Rocky and I used to run your calibration tunes on my previous 2005 GT back in the day. Needless to say, your tunes were always spot on and you always treated your customers like extended family members. That being said, I'm sure lots of folks including myself sure wish that you would consider getting back into the performance tuning industry

 

[Doug@C&L]

I dipped my toes in the water back in 13-14’ but that’s when JLT released that 110mm air intake, which is Ridiculously too large for anything with forced induction. I used to tuned Saleen s/c cars using a 95mm C&L racer. They’d install one, then buy the FRPP cams and complain it wouldn’t idle. Lol!! It got the point I’d refuse to tune them and it really seemed to die off as everyone was crazy for coyotes.

I’d be willing to do some 3v tuning again as I loved the cars and engines and feel I could tune them better then most. I use HP tuners too so I’d be willing to help anyone looking for some help. Nothing coyote though or California based.

SCT software has majorly changed and it’s truly has a lot to do with EPA regulations. I don’t have access to codes anymore using Sct. The EPA has change the entire tuning world. Doing anything for someone living in Cali is just about illegal. I’ve always used and loved SCT but it’s not them but rather other forces at play. I was one of the original tuning dealers when they started.

 

[Doug Huggard]

Lito just did my tune. It wasn't cookie cutter either - running a lightly modded 3V w/ cams and controlled by the 2V PCM (2001 mustang 3V swap). It took a few back and forths but he's got my tune about perfect now, the car idles and drives as you'd want it to. I bought a used, unlocked SCT x3 for $100 and got the free SCT software for uploading tunes to the x3 and for datalogging. Only cost on top of that was Lito's fees which are more than reasonable. He was helpful for my build too, advice on what sensors i needed to keep, etc. I'm setup to pass emissions, just need a few more miles until "systems ready" then I'll go get tested.

I'm actually looking at doing a 3v swap into a crown vic which would be similar. What did you do about EGR to pass emissions?

 

[Juice]

I dipped my toes in the water back in 13-14’ but that’s when JLT released that 110mm air intake, which is Ridiculously too large for anything with forced induction. I used to tuned Saleen s/c cars using a 95mm C&L racer. They’d install one, then buy the FRPP cams and complain it wouldn’t idle. Lol!! It got the point I’d refuse to tune them and it really seemed to die off as everyone was crazy for coyotes.

I’d be willing to do some 3v tuning again as I loved the cars and engines and feel I could tune them better then most. I use HP tuners too so I’d be willing to help anyone looking for some help. Nothing coyote though or California based.

SCT software has majorly changed and it’s truly has a lot to do with EPA regulations. I don’t have access to codes anymore using Sct. The EPA has change the entire tuning world. Doing anything for someone living in Cali is just about illegal. I’ve always used and loved SCT but it’s not them but rather other forces at play. I was one of the original tuning dealers when they started.

My PRP has full access, and it just updated. (number of burns reset to 150)

 

[msvela448]

I dipped my toes in the water back in 13-14’ but that’s when JLT released that 110mm air intake, which is Ridiculously too large for anything with forced induction. I used to tuned Saleen s/c cars using a 95mm C&L racer. They’d install one, then buy the FRPP cams and complain it wouldn’t idle. Lol!!

I have a 110mm JLT intake on my Saleen with a Supercharger. After getting a tune from JDM Engineering the car runs perfectly, idles perfectly, and passes emissions in CO (which is almost as strict as CA) even with Kooks long tubes and ultra high-flow "race" cats. (NOT Kooks "green" cats).

Jim at JDM explained that you need to use the stock MAF in the 110mm tube to get enough resolution out of the sensor for it to run right. A lot of people are also running an aftermarket MAF and those sacrifice low end resolution for more headroom at the top. If anybody has ever looked at the MAF Transfer Function chart for a stock unit versus an extended range aftermarket one you'll notice the data points down low are a lot closer together... In other words... The smaller the changes in airflow (like at idle) the more sensitive the meter is to those changes, and the PCM can make finer adjustments to the fuel delivery and throttle control. But the extended range MAF's have to space the data points on the Transfer Function farther apart in order to have enough points for the larger range. Because of this the small changes in airflow (like at idle) don't get the same fine adjustments in fuel delivery and throttle control because the data points on the MAF Transfer Function are further apart and more coarse.

Another thing that JDM Engineering is awesome at is tuning for larger injectors. I also have 60 lb./hr. injectors and the GT500 dual fuel pumps... Again... Car runs and idles better than stock... And if I drive it gently, it's not a problem to get 19- 20mpg out of a 650hp engine.

Lastly, in addition to the above, I have JDM's "Sterling Cams" which require phaser limiters, valve springs, etc... JDM had no issue tuning for those things too, even in combination with all the other components (stroker / larger displacement, CNC ported heads, Ford Racing twin 62mm TB, etc...

I can't recommend JDM Engineering strongly enough for tuning a Ford 3v engine.

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[Juice]

I have a 110mm JLT intake on my Saleen with a Supercharger. After getting a tune from JDM Engineering the car runs perfectly, idles perfectly, and passes emissions in CO (which is almost as strict as CA) even with Kooks long tubes and ultra high-flow "race" cats. (NOT Kooks "green" cats).

Jim at JDM explained that you need to use the stock MAF in the 110mm tube to get enough resolution out of the sensor for it to run right. A lot of people are also running an aftermarket MAF and those sacrifice low end resolution for more headroom at the top. If anybody has ever looked at the MAF Transfer Function chart for a stock unit versus an extended range aftermarket one you'll notice the data points down low are a lot closer together... In other words... The smaller the changes in airflow (like at idle) the more sensitive the meter is to those changes, and the PCM can make finer adjustments to the fuel delivery and throttle control. But the extended range MAF's have to space the data points on the Transfer Function farther apart in order to have enough points for the larger range. Because of this the small changes in airflow (like at idle) don't get the same fine adjustments in fuel delivery and throttle control because the data points on the MAF Transfer Function are further apart and more coarse.

Another thing that JDM Engineering is awesome at is tuning for larger injectors. I also have 60 lb./hr. injectors and the GT500 dual fuel pumps... Again... Car runs and idles better than stock... And if I drive it gently, it's not a problem to get 19- 20mpg out of a 650hp engine.

Lastly, in addition to the above, I have JDM's "Sterling Cams" which require phaser limiters, valve springs, etc... JDM had no issue tuning for those things too, even in combination with all the other components (stroker / larger displacement, CNC ported heads, Ford Racing twin 62mm TB, etc...

I can't recommend JDM Engineering strongly enough for tuning a Ford 3v engine.

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Im confused here.
A larger diameter tube and stock MAF sensor = more headroom up top.
A modified MAF sensor in a stock tube = more headroom up top.
Why on earth would anyone use a modified sensor in a larger diameter tube?

These cars aren't like the fox body days where ppl were using calibrated MAF sensors and matching larger injectors to get more fuel without actually tuning the PCM.

 

[Pentalab]

I have a 110mm JLT intake on my Saleen with a Supercharger. After getting a tune from JDM Engineering the car runs perfectly, idles perfectly, and passes emissions in CO (which is almost as strict as CA) even with Kooks long tubes and ultra high-flow "race" cats. (NOT Kooks "green" cats).

Jim at JDM explained that you need to use the stock MAF in the 110mm tube to get enough resolution out of the sensor for it to run right. A lot of people are also running an aftermarket MAF and those sacrifice low end resolution for more headroom at the top. If anybody has ever looked at the MAF Transfer Function chart for a stock unit versus an extended range aftermarket one you'll notice the data points down low are a lot closer together... In other words... The smaller the changes in airflow (like at idle) the more sensitive the meter is to those changes, and the PCM can make finer adjustments to the fuel delivery and throttle control. But the extended range MAF's have to space the data points on the Transfer Function farther apart in order to have enough points for the larger range. Because of this the small changes in airflow (like at idle) don't get the same fine adjustments in fuel delivery and throttle control because the data points on the MAF Transfer Function are further apart and more coarse.

Another thing that JDM Engineering is awesome at is tuning for larger injectors. I also have 60 lb./hr. injectors and the GT500 dual fuel pumps... Again... Car runs and idles better than stock... And if I drive it gently, it's not a problem to get 19- 20mpg out of a 650hp engine.



Lastly, in addition to the above, I have JDM's "Sterling Cams" which require phaser limiters, valve springs, etc... JDM had no issue tuning for those things too, even in combination with all the other components (stroker / larger displacement, CNC ported heads, Ford Racing twin 62mm TB, etc...

I can't recommend JDM Engineering strongly enough for tuning a Ford 3v engine.

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Are you using a 110 mm (4.33") diameter CAI to feed air into a FRPP twin 62mm TB ??

 

[Jack F]

From my understanding VMP discontinued tuning support for the 4.6L 3 valves quite awhile back and only provides tuning for the 07-14 GT500 and 11-current Coyote 4v cars

They might not tune them on a regular basis anymore but they did do this car recently...

 

[msvela448]

Im confused here.
A larger diameter tube and stock MAF sensor = more headroom up top.
A modified MAF sensor in a stock tube = more headroom up top.
Why on earth would anyone use a modified sensor in a larger diameter tube?

I think what happens is people buy the modified MAF first for the stock tube, and since "bigger is better" they eventually "upgrade" to the bigger tube and slap the MAF they already own into the bigger tube. I had initially bought a Pro-M MAF for use in that 110mm tube because I've had good luck with Pro-M in the fox body days, and because they send a 30-point transfer function chart with their MAF's... When my local tuner couldn't get that combo to work worth a sh*t, I sought out JDM Engineering who explained the MAF stuff to me.


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[msvela448]

Are you using a 110 mm (4.33") diameter CAI to feed air into a FRPP twin 62mm TB ??

Yes! And a 2.75" pulley on my Saleen S/C with a standard sized ATI damper. Makes about 12psi.

If you are commenting regarding the size difference... I know that the CAI will flow more than the TB. The area of the CAI is about 9503 cubic millimeters while the area of both TB blades combined is 6040 cubic millimeters.... At least there's no restriction in front of the TB (except the air filter)... Not sure if the restriction of the air filter would balance out the flow capability difference... Meaning the 110mm tube with a filter can flow about as much as the twin 62mm TB without anything? But I suspect that is why JDM recommended the large CAI.

I would have gone with the larger TB but I already had to port my intake manifold to accept the twin 62mm... I can't go any bigger on the TB without changing the whole supercharger situation.

I was closer to 15 psi before CNC ported heads, different cams, and 1" 7/8 Kooks Long Tubes with 3" mid pipes. The better flow dropped my psi quite a bit.

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[Juice]

I think what happens is people buy the modified MAF first for the stock tube, and since "bigger is better" they eventually "upgrade" to the bigger tube and slap the MAF they already own into the bigger tube. I had initially bought a Pro-M MAF for use in that 110mm tube because I've had good luck with Pro-M in the fox body days, and because they send a 30-point transfer function chart with their MAF's... When my local tuner couldn't get that combo to work worth a sh*t, I sought out JDM Engineering who explained the MAF stuff to me.


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Seems like the local tuner sucked. Funny, I just retuned my fox as low speed drivability was crap. (doesn't matter at HPDEs lol) I actually scaled back my tune to bring load under control. Entering the 42lb 30pt data hoses up the load calculations. While I am running a 42maf with 42lb injectors, I have the equivalent of 24lb transfer and 24lb injectors in the tune.

 

[msvela448]

Seems like the local tuner sucked. Funny, I just retuned my fox as low speed drivability was crap. (doesn't matter at HPDEs lol) I actually scaled back my tune to bring load under control. Entering the 42lb 30pt data hoses up the load calculations. While I am running a 42maf with 42lb injectors, I have the equivalent of 24lb transfer and 24lb injectors in the tune.

I think that's what JDM did with mine... I tried my hand at entering all the Ford-provided data for the 60lb injectors, and playing with the MAF transfer function... Could never get the combo to work right through the entire RPM range. JDM figured out the values for those combos and has it down to an art. My car drives like it did off the showroom, until you mash the loud-pedal.

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[Pentalab]

Yes! And a 2.75" pulley on my Saleen S/C with a standard sized ATI damper. Makes about 12psi.

If you are commenting regarding the size difference... I know that the CAI will flow more than the TB. The area of the CAI is about 9503 cubic millimeters while the area of both TB blades combined is 6040 cubic millimeters.... At least there's no restriction in front of the TB (except the air filter)... Not sure if the restriction of the air filter would balance out the flow capability difference... Meaning the 110mm tube with a filter can flow about as much as the twin 62mm TB without anything? But I suspect that is why JDM recommended the large CAI.

I would have gone with the larger TB but I already had to port my intake manifold to accept the twin 62mm... I can't go any bigger on the TB without changing the whole supercharger situation.

I was closer to 15 psi before CNC ported heads, different cams, and 1" 7/8 Kooks Long Tubes with 3" mid pipes. The better flow dropped my psi quite a bit.

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It's actually 6038 SQUARE mm.....and 9503 SQUARE mm...sorta a moot point. Ur correct, any air filter will impede airflow, hence the use of those giant cone filters. What you have to worry about, is how air enters the intake of the come filter. Typ, when LT's are installed, the boost will drop 2 psi ( but hp / tq increases a bunch).

On my 2010 GT with the real small Roush M90 blower (1.48 L), and stock oem airbox with K+N panel filter, air enters the bottom of the airbox via a 'snorkel' which is routed to extreme end ( driver's side) of upper grille. Snorkel is vertically aligned. With oem upper grille, you can't even see the intake to the snorkel, it's completely blocked off. 80% of the upper grille is blocked off on any 10-12 car. Air goes in through the upper grille, then has to do a 90 deg angle....then a 2nd 90 deg angle, to get into the snorkel. Or it can also enter the lower grille, do a 90 deg angle...head upwards, then another 90 deg into the snorkel....fubar setup imo.

I replaced the oem upper grille with a 7 bar grille (which also deletes the oem foglamps). Ok, now I can see the snorkel...and air goes straight in, and the pair of 90 deg bends has been eliminated. Boost increased a bit when on the hwy > 50 mph. The 7 bar upper grill also increased the airflow into the roush HE (18" tall x 21" wide)..and also the AC rad, auto tranny pair of rads, and eng rad. Eng bay temps dropped a bunch. Good mod. Ceramic coated LT's also dropped eng bay temps a bunch... and mating hi-flow cats reside beneath both front seats...instead of at base of eng bay. I measured a 40 deg F drop in eng bay temps.