He didnt, the shop did/will! lolThank God you got that sorted.
I too had thoughts about just paying a shop to do work on my shit. (friend in the business) and than I came to my senses. Im cheap.
He didnt, the shop did/will! lolThank God you got that sorted.
I read an article here: 2008 Ford Mustang Bullitt: Ultimate Guide (mustangspecs.com) that stated for the 08 & 09 Bullitt PCM calibrations that they had "adaptive spark" capability (a fore runner tech of OAR) that would auto adjust spark timing using the knock sensors to compensate for fuel octane thus, while premium fuel (91 to 93 oct) was recommended to be used, you could also run reg unleaded fuel (87 to 89 oct) w\o issue as the PCM would auto adjust spark timing to compensate. This adaptive spark feature 1st became available in the 2008 Mustang MY...........I fully embraced OAR
I read an article here: 2008 Ford Mustang Bullitt: Ultimate Guide (mustangspecs.com) that stated for the 08 & 09 Bullitt PCM calibrations that they had "adaptive spark" capability (a fore runner tech of OAR) that would auto adjust spark timing using the knock sensors to compensate for fuel octane thus, while premium fuel (91 to 93 oct) was recommended to be used, you could also run reg unleaded fuel (87 to 89 oct) w\o issue as the PCM would auto adjust spark timing to compensate. This adaptive spark feature 1st became available in the 2008 Mustang MY...........
I checked this for the base '08 GT in same article & this wasn't mentioned to exist.......even though the same engine & same PCM hardware is being used as in the Bullitt. I then checked this for the '09 GT....same thing. For '10 GT this is now stated as a std feature (this engine got a lot of the Bullitt's calibration features in its PCM) which kinda sucks but it is what it is. I checked the VID block thru Forscan in my '09 car's PCM but couldn't find any references to it so to get this enabled in my '09 GT PCM, I believe I'd have to acquire a 08-09 Bullitt PCM's firmware\OS & flash it in or acquire a 08-09 Bullitt's PCM & have it reprogrammed to my car's VIN & system parameters.......which could work as long as the 08-09 Bullitt's modules\systems are same\compatible thus all CANbus ID's are compatible.
From what I understand, the 4.6L from 05-10 used the same TriCore PCM & all 08-10 GT's\ GT variants are similarly configured from a module standpoint thus should also be similarly CANbus addressed so interchangeable........but IMHO is just too much to go thru just so you could run either 87 or 93 oct fuel w\o making any changes in the tune when the plan is to run on 91 & up oct fuels period, so I stopped looking into potentially adding it to my car.
Would have been nice to have that feature been std across all 08 & up GT's\GT variants, though.
I had intended to post the full thickness of the JEGS Ford 8.8" solid spacer kit but forgot so here it is:I mic'd the new Ford 8.8" crush sleeve @ .478" tall then mic'd the old used crush sleeve from the 3.73 gear install @ .444" tall so only .034" diff between them thus not a lot of crush movement is necessary. Knowing this, I plan to mic the new JEGS kit which I believe will be taller than a new crush sleeve, reduce it down to this starting height to reduce the number of readjustments then mic the old Jegs kit currently installed to get the difference between the 2 then set the new spacer height slightly taller than the old 1 then install.......should get very close to my 14-15 in-lbs preload target @ 140 ft-lbs on the 1st try.
Could very well be, Midlife Crises. You really have to be listening for it w\ the radio turned way down to actually pick it up above normal road noise......it comes in & goes away very quick now. Operation is very smooth & frequency-free (can't pick up anything thru my MGW shifter's handle in which shifter body mount is mounted on a Blowfish Racing remote bracket which is mounted at rear trans flange between isolator & trans tail case housing using AMP bronze bushings on shifter linkage so if DS had any excess vibrations\frequency running thru it, I would feel it thru the shifter handle......like I could while I had the Richmond EXCEL 3.89's installed) so the coast side wear pattern could be adding to this......but the pattern looks better at .029" PD\.009" BL than it started out at .030" PD\.008" BL.The drive side is looking pretty darn good but the coast side looks like it needs just a bit more run time. I wander if that is the light noise you hear. It’s awesome the lighter pinion preload has worked as you suspected it would.
FYI.....................FYI...................
On the tuning front, while looking at my tune file this morning (have made 3 more revisions since post #295....making changes to Spark Advance\BKT Corrections\VCT & Spark Advance\MBT Corrections\VCT maps.....these set up the % of correction to base BKT & MBT spark advance settings based off the amount of airload VCT load% cam degree retard called for.....see post on pg 13 #255 for explanation), I've found another potential error that was made either by BAMA tuners (whose tune file my last tuner used to tune my car) or my last tuner. This has to do w\ the relationship in map axis scaling between all airflow VCT load% & TQ maps & all spark advance BKT\MBT maps using HPTuners Editor software.
I've discovered that due to the relationship between these 2 PCM functions, the map scaling should be identical between them, so they operate in perfect synch w\ each other. I found this out by running a test between my BKT (borderline knock table) spark map & airflow VCT (variable cam timing) load% map in HPTuners Editor software since both these maps use load% & engine RPM to determine their operations (I've always noticed that my VCT load% map & BKT\MBT spark maps used different scaling, which I always thought didn't make sense but accepted as found......all seems to operate Ok).
Checked thru all HPTuners Editor info\training & found no info on this so I thought it wouldn't hurt to see what would happen.
I copied the load & RPM (X, Y axis for those so inclined) scaling from the airload VCT load% map into the base BKT spark map, then checked the rest of the maps in Spark Advance......saw that HPTuners Editor automatically reset all the rest of the spark advance maps in both BKT & MBT sections to the same map axis scaling that I just copied from the VCT load% map into the base BKT spark map.....w\o any more input from me! The software corrected all the rest on its own......before saving the data.
Cleared this out then reversed the test (copied the base BKT spark map load & RPM scaling into the VCT load% map) then checked all VCT maps under Airflow\VCT\Configuration & saw the very same results!
Checked thruout the rest of my tune files for this action.........found this action was restricted only to these 2 sections.....Airload\VCT\Configuration\VCT load% & TQ maps & Spark Advance\BKT\BKT Corrections & MBT\MBT Corrections maps.
So, my hunch has been verified to be true........so this needs to be corrected in my tune! From looking at this process, the best way to go in my situation is using the base BKT spark map axis scaling to correct the airload VCT load% map axis scaling. Doing this will correct a soft spot coming off idle (750 to 1,500 RPM's) & at mid range (3,000 to 4,750 RPM's) where the scaling between the VCT load% map & all BKT\MBT spark advance mapping doesn't match up thus is out of synch w\ each other (causes extra work for the PCM to maintain consistency in application) so should make a noticeable difference in drivability once corrected.....w\o making any changes to settings in any of the map cells!
It appears to be obvious that my last tuner was\may not be aware of this capability in the HPTuners Editor software......or of the need to make sure that these 2-tune section's map axis scaling is synchronized.
Revision #24 is coming shortly...............
PS edit #1--Just checked on HPTuners BBS forums in search.......got no hits on this feature\subject in Ford specific or General forums so, unless this is a very recent new feature, it appears to be a hidden one.
PS edit #2--Finished revision #24 w\ newly synched airflow VCT load% mapping to spark advance BKT\MBT mapping and a little tweaking in newly synched airflow VCT load% map in .20 load row in 1,000 RPM cell (set VCT cam retard at 10* instead of 0* so PCM will begin to start retarding cam timing from 801 RPM's to 1,000 RPM's when Spark Source shifts from Idle Feedback to Borderline Knock which will also start applying a % of additional spark increase to the base BKT timing map as set up in the BKT Corrections\VCT map along the now same scaled X\Y map axis to make up for the lowered static compression from IVC retard to increase overall dynamic cyl compression thus cyl pressure while also at the same time increasing cyl pressure expansion time to crankshaft throw from retarded EVO during power stroke thus increasing overall engine net TQ output at these lower RPM's, continuing on from here). Wrote into PCM & checked all on 1st startup......all operating OK.
Took car out on initial DC after this reflash........she ain't got no more soft spots during accel off idle now! Engine just pulls nice, smooth & very crisp thruout part throttle w\o effort. Checked all after DC, all I\M Readiness monitors completed except EVAP (couldn't maintain steady enough run at 55-65 MPH for the whole 10 mins.....doing this at night w\ too many folks driving thru NAPI International Raceway & Test facility). All operating OK.
Every time I think I'm done w\ this tune I keep finding stuff that needs correcting................................