Self tuners advice wanted. Lean wot issue

I'm semi new to tuning with sct prp but I want to believe I'm fairly knowledgeable with tuning but I'm still learning the trouble shooting portion.

The car
99 cobra on E85
5.0 stroker 11cc pistons
Stock heads
3.4 whipple
sbtb and jlt
Ba5000
Long tubes
1000cc deatsch werks
Fore return system with twin gt pumps

Today on the dyno I hit a road block.
My car goes lean around 5200 rpm.
I've added fuel through the maf and added fuel in the wot multiplyer bit the conditions won't change.
Fuel pressure stays steady which I figured the car would have ran out of pressure as caused the issue.
I did notice that the maf airflow #/min flatlines at the same time the lean conditions occur. The maf counts are only 671.00 at 6000rpm.
Any advice would be appreciated in guiding me. The car is still on the dyno and I'll be trying to figure it out in the morning.

Did you change the maximum MAF counts to 1023? What about the scaling for the displacement? Are you still running the 99 ECU?

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I did increase the max ad counts but no I did not change displacement. Should I ?

How much power is it making, can the GT pumps support it?

svo/svt said:

I did increase the max ad counts but no I did not change displacement. Should I ?

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I would. I did when I went from the 4.6 to 5.3. Makes a difference in how everything is scaled.

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My main concern is that the airflow on the datalog flatlines the same time it stars to go lean an I'm wondering if there connected.

svo/svt said:

My main concern is that the airflow on the datalog flatlines the same time it stars to go lean an I'm wondering if there connected.

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Normally a flat line means the MAF is pegged. But you shouldn't be anywhere near that at 671 counts. That's why I asked about changing the max counts and scaling. I was also wondering if you were running the 99 ECU because it doesn't have the airflow limit like the 03/04. If you're running an 03/04 ECU you might be hitting the hard limit of airflow.

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slo984now said:

I would. I did when I went from the 4.6 to 5.3. Makes a difference in how everything is scaled.

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The only effect displacement has is it effects "load". Its common for people to tweak displacement to get their desired load. For example some people don't want load to reach 2.0 at WOT so they'll adjust displacement up to bring load down.

Id look at belt slip, it seems most of the big blower guys complain of belt slip. I had a ton of people wanting to buy my caged 4lb lowers to help limit the slip on the 3.4+ liter blowers. If it was me I'd probably put on a larger upper and see if you can hold it or get an even smaller belt forced on.

Your MAF counts shouldn't be stopping for a fuel related issue so you have an airflow problem, but make sure you're logging your injector duty cycle as its going to be possible that you're pegging those injectors too with your setup.

cj428mach said:

The only effect displacement has is it effects "load". Its common for people to tweak displacement to get their desired load. For example some people don't want load to reach 2.0 at WOT so they'll adjust displacement up to bring load down.

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That's to keep track of the timing right? Why not adjust the timing table to reflect the load? I had to do that when I tuned my 01 since the spark table only went to 1.0.

Ok I'll take a look. I believe my ecu has a 63.9 hard limit like the 03 cobra ecu causing my issues. The load is maxing at 2.0 a little before my air flow is hitting a hard limit. I'm wondering if I need to scale my injector scales , displacement and maf all back.

Zip the tune file and post it. BTW - a BA5000 sensor in a 5" tube may work, but there are better choices.

slo984now said:

That's to keep track of the timing right? Why not adjust the timing table to reflect the load? I had to do that when I tuned my 01 since the spark table only went to 1.0.

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Some people want to control timing above the boost they run.

Lets say you're on gas maxing load out at 2.0 on 17psi at the correct timing you're commanding, thats perfect.

Now what if you have the same tune and are out in the cold and see 19psi, you're still commanding the same timing as for 17psi. If you're on e85 it doesn't really matter, the extra boost won't hurt you.

There might be an airflow clip in your file. Check to make sure they are both set to 1.99. I forget the name of the scalars. But I wouldn't rule out that you are out of fuel pump too.

What's the alternative way around it? The scaling back method is the only way I've seen it done even though it's frowned appon.

I checked the file and i set booth values to the max which is 1.89

03Steve said:

Zip the tune file and post it. BTW - a BA5000 sensor in a 5" tube may work, but there are better choices.

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Agreed I've done the BA5000 in a 5" tube and idle / low load / part throttle driving has poor resolution. Perhaps not has bad with his 5.0 stroker as a 4.6.

cj428mach said:

Some people want to control timing above the boost they run.

Lets say you're on gas maxing load out at 2.0 on 17psi at the correct timing you're commanding, thats perfect.

Now what if you have the same tune and are out in the cold and see 19psi, you're still commanding the same timing as for 17psi. If you're on e85 it doesn't really matter, the extra boost won't hurt you.

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I get that. But you can rescale the Y axis on the spark table to read above 2.0. Well, I should say I was able to do that on an older ECU. I haven't tried to do that on this one. The down side is you do lose a little resolution down low.

I really don't understand why Ford put the airflow limit in the ECU. They didn't have that limit in the older ECU's and I'm pretty sure the new ones don't have it either. I didn't have to scale displacement and volume to keep things under a certain limit. I was able to scale everything as it actually was and then load was whatever it was.

I will attach the tune so see if I over looked a value.

let me know if this file works