FYI........................
In the meantime, I've done some more modeling work & have finalized all this to now set up a baseline tune calibration file w\ all this work included to use as a "cheat sheet" going forward (I'll make a .pdf that will include pics of these specific files & their settings along w\ written instructions as to how to use them so all works as it is currently working now in my latest tune calibration--which will now definitely be the last for these Lunati VooDoo #21270700 cams & their .006" lift adv dur cam timing profile as there is nothing of consequence left to do......this last revision only finished optimizing the off idle\low RPM TQ output from the prior revision shown thru Datalog #109 clips in last posting once I finished my modeling & realized what Ford was doing w\ the WOT low RPM cam retard timing...........).
Provided below is a copy of this now fully optimized Lunati VooDoo #21270700 cam in-tune calibration Airflow\VCT\Configuration\Angle IMRC Open\Close Load cam EVO retard timing map settings along w\ the Spark Advance\BKT Corrections\VCT\VCT IMRC Open\Close Spark Multi Adder map settings that are also applied in tandem when ECU applies the VCT Angle Load EVO cam retard timing settings according to engine load & RPM's.......so these 2 maps work in synch w\ each other & are set up under BKT & MBT Spark Advance Corrections to mirror each other so ECU's TM is using this info to calc it's TQ calcs in real time thru MBT Spark Advance while ECU is applying it to engine operations in real time thru BKT Spark Advance so the calc'd TQ calcs will "match up" w\ the applied VCT cam retard timing\VCT spark multi adder timing.
The other pic is my proposed VCT cam timing setup to use w\ the FRPP Hot Rod cams when I get them installed........all based off the same modeling criteria used to set up the Lunati VooDoo VCT cam timing but used the .006" lift adv dur cam timing profile\WOT cam timing profile of the FRPP Hot Rod cams instead to determine the settings in these maps along w\ using my existing VCT Spark Advance Multi Adder map settings in tandem along w\ all the rest........just as I have done w\ the Lunati's.
The modeling has shown that for WOT operations, the optimum VCT cam retard position is to be within 5* after passing the crank's 80* BBDC timing point to cam adv dur EVO timing synch point (for these Hot Rod cams, this is between 17*-22* cam retard range........which lines up w\ the FRPP Hot Rod cam's WOT max cam retard timing of 20* retard as given by Ford...........my Lunati cam's max @ 12* cam retard is in the ballpark......the #109 WOT pic shows the VCT cam retard at 11* off the mouse pointer line which is the same 3* past their 8*-13* cam retard range using the same 10* ATDC power stroke TQ leveraging model criteria in which you can see that this alignment is the best for max VE capacity thus HP\TQ output......the air load, MAF & EBTQ graph line data shows this when compared to the other pics using the 17* ATDC model at\near the same engine RPM's posted in prior posting (which I now know this 17* ATDC power stroke TQ leveraging model is better used w\ FI applications as it makes far more sense when boost is being used\applied........).
There is no "black magic" being used here as all cam manuf's cam grinds for this 4.6L 3V engine has all its optimizations.......including any GI cam advance timing.......already setup in the cam lobe profiles\cam IVO, IVC, EVO, EVC timing point profiles to work within the ECU's VCT cam retard range intended to be used (for full-VCT range this is 60* retard--thus why the piston has an exhaust valve relief cut into the dish crown, for limited-VCT range to use higher valve lift this is 20* retard, all other high lift cams have to use VCT lockouts which render VCT operations useless).........all GI cam advance\cam adv dur IVO point timing is spaced off the min piston-to-intake valve clearance specs thus is reason why this 4.6L 3V engine doesn't advance any cam timing ahead of "straight up" using the SO ECU's DEPS VCT system so whatever the cam manuf gives you to work with is all you got to use........sometimes it will need to be "balanced" between the cam's .006" adv dur IVC timing vs the same cam's .006" adv dur EVO timing vs crankshaft's 80* BBDC throw timing to achieve the optimum "net" low RPM\off idle TQ output........this is what Ford did w\ the Hot Rod cams by using the 7* of cam retard timing for WOT low RPM TQ output AND is where the use of the VCT Spark Advance Multi Adder Correction map timing Ford provided in the tune calibration\OS programming is critical to make up for the lost dynamic compression when the cams are retarded to maintain as much cyl pressure gain as can be retained to then make full use of the TQ leveraging during the power stroke. There is nothing said that this 7* cam retard timing can't be applied to the available HP\TQ side of VCT cam retard timing to boost off idle\low RPM TQ output........the cam-to-crank dynamics are exactly the same, whether this is used to help boost low RPM TQ output during WOT operations OR off idle, low RPM available HP\TQ output.........so I'm gonna prove this is true. The rest will come thru my supporting components that will complement the cam's large OL's purpose.......mainly the Kooks 1 5\8" LTH's optimized scavenging wave timing I have already installed.......which is why Ford also made suggestion to use LTH's in tandem w\ these camshafts to fully optimize their performance. All cam manuf's that grind cams for this engine have to abide\follow the Ford given specs for VCT usage when also grinding to achieve their intended goals........which means that no cam ground for this engine is optimized to be run at "straight up" cam-to-crank timing but optimized to run at a specific cam retard timing range\area that will provide the highest VE% efficiency thruput.........across the board.
This coding does work as Ford intended it to work..........the issue is hardly any tuners actually use it at all.......those who do use it leave it as Ford has originally set it up, which is counterproductive to how it really can\should be used IMHO & is why I took the time & rearranged all of this to work the way I see it being fully optimized thru TM & allowing all the BKT Spark Advance Correction Adder timing that is outside of being used thru TM (low IAT\ECT Spark Advance & the Transient Load Correction timing) to be applied when the conditions are met.
Also there needs to be a very clear line drawn between tuning a NA application vs a FI application & stop trying to use settings\modeling developed for tuning FI applications on NA engines............this is the main issue I've seen\witnessed from tuning my own 4.6L 3V engine that is killing NA engine available HP\TQ output & WOT HP\TQ output along w\ failing emissions for absolutely no reason........even when using non-EPA certified engine components..........my Stang is a prime example of this.
It's up to the tuner to find this optimized area.........either by constantly throwing mud at the wall until something sticks or by applying the science that was used to create it all in the 1st place. From my vantage point of view, a whole lot of mud has already been thrown against the wall......so I'll see\test what science can do w\ this.........
At least Ford did provide the tuner all the data needed to tune these to an optimal outcome..........up to the tuner to use it.
I chose the science & then deciphered what, how & why the creator.......FoMoCo.........did what they did then once learned\understood, I then rearranged it all to do what I want it to do using all the data Ford provided then tested\validated the modeling results............
We shall test to see what these FRPP Hot Rod cams will really do..............using the methods\modeling I've learned\developed..................
If the outcome goes anywhere close w\ these FRPP Hot Rod cams to what I'm getting now thru these Lunati VooDoo cams during off idle\low RPM operations, I'm gonna be a very happy camper indeed!
A dyno sheet or datalog pics just can't capture everything that is coming out of all this work..........
Now gonna start working on the .pdf file in the meantime.............................
PS edit (12-4-23)--I provided below 3 Forscan OBDII Mode 6 IM Readiness Check results (2 of them were off the back-to-back reflashes I made @ 11-30-23 to get to what the #109 Datalog operational data is reflecting thru emissions & the other 1 is from the last reflash @ 12-3-23 to finish fully optimizing the Lunati VooDoo off idle\low RPM TQ output. Especially look at the Catalyst #1\#2 test results as these are using my MagnaFlow #5461336 CARB-cert EO#D-193-140 TWC aftermarket cats that match this engine's VEI EFN# 9FMXV05.4VEK which are tested to flow as close to being equal to a straight piece of 2.5" pipe as can be done VE-wise w\ this 4.6L 3V NA SBE engine w\ all emissions tuning\DTC coding in the tune calibration left fully '09 GT period correct EPA-cert legal.
